Feasibility Study PDF

MINISTRY OF RAILWAYS,
GOVERNMENT OF INDIA
THE FEASIBILITY STUDY

ON
THE DEVELOPMENT
OF
DEDICATED MULTIMODAL HIGH AXLE LOAD
FREIGHT CORRIDOR
WITH
COMPUTERISED CONTROL
FOR
DELHI-MUMBAI AND DELHI-HOWRAH IN INDIA
DRAFT FINAL REPORT
Volume 1
EXECUTIVE SUMMARY
SEPTEMBER 2007
JAPAN INTERNATIONAL COOPERATION AGENCY

NIPPON KOEI CO., LTD.
JAPAN RAILWAY TECHNICAL SERVICE
PACIFIC CONSULTANTS INTERNATIONAL
The Feasibility Study on

The Development of Dedicated Multimodal High Axle Load Freight Corridor with
Computerised Control for Delhi-Mumbai and Delhi-Howrah in India
Draft Final Report
THE FEASIBILITY STUDY

ON
THE DEVELOPMENT
OF
DEDICATED MULTIMODAL HIGH AXLE LOAD
FREIGHT CORRIDOR
WITH
COMPUTERISED CONTROL FOR
DELHI-MUMBAI AND DELHI-HOWRAH IN INDIA
DRAFT FINAL REPORT
Volume 1
EXECUTIVE SUMMARY
CONTENTS
LOCATION MAP
I.
INTRODUCTION..1
<TASK 0 BASE-LINE SURVEY OF THE SUBJECT RAILWAY LINE AND GRASPING THE
ISSUES>..2
II.
III.
IV.
VI
VI.
VII.
VIII.
IX.
ROLE OF RAILWAYS IN INDIA'S TRANSPORT SYSTEM..............................................2

SOCIAL AND ECONOMIC CONDITIONS IN TARGETED REGIONS.............................2
EXISTING TRANSPORT CONDITIONS AND ISSUES OF SUBJECT LINES..................2
NTERMODAL TRANSPORT STRATEGIES FOR RAILWAY ...........................................3
EXAMINATION OF LINE CAPACITY ................................................................................4
SITUATION OF THE EXISTING FACILITIES AND ISSUES ............................................4
IMPROVEMENT AND DEVELOPMENT PLAN OF THE RELEVANT FACILITIES ......6
TECHNICAL MATRIX ..........................................................................................................8
<TASK 1 JUSTIFICATION OF THE CONSTRUCTION OF THE NEW FREIGHT

CORRIDOR BY COMPARISON OF ALTERNATIVES>...8
X.
STUDY OF ALTERNATIVES................................................................................................8
<TASK 2
FEASIBILITY STUDY ON THE DEDICATED FREIGHT CORRIDOR
PROJECT>...10
XI.
XII.
XIII.
XIV.
XV.
XVI.
XVII.
XVIII.
XIX.
REVIEW OF RITES REPORT (PETS-II).............................................................................10

ESTABLISHMENT OF DEVELOPMENT SCENARIO FOR DFC ....................................12
DEMAND FORECAST .........................................................................................................17
COMPARATIVE ANALYSIS OF TECHNICAL OPTIONS...............................................18
TRANSPORT PLAN OF DFC ..............................................................................................20
PRELIMINARY ENGINEERING DESIGN OF FACILITIES AND EQUIPMENT ...........21
ACTION PLAN FOR IMPROVEMENT OF INTERMODAL LOGISTICS........................24
OPERATION AND MAINTENANCE PLAN ......................................................................26
ENVIRONMENTAL AND SOCIAL CONSIDERATIONS.................................................27

XX.
XXI.
XXII.
XXIII.
XXIV.
XXV.
Draft Final Report
PROJECT COST ESTIMATE ...............................................................................................30

ECONOMIC AND FINANCIAL ANALYSIS......................................................................31
CONSIDERATION OF THE EXECUTING AGENCY AND ITS BUSINESS PLAN .......33
PROJECT IMPLEMENTATION PLAN...............................................................................34
COMPREHENSIVE EVALUATION OF THE PROJECT...................................................36
RECOMMENDATION AND CONCLUSION .....................................................................37
ii

Draft Final Report
EXECUTIVE SUMMARY
I.
INTRODUCTION
0. In April 2005, Japan-India Summit Meeting was held in Delhi and it was agreed by prime
ministers of both countries to share the view that Japans Special Terms for Economic Partnership
(STEP) Scheme could be one of the effective means for carrying out large-scale priority projects
in infrastructure sector in India. The two sides confirmed their intention to examine the feasibility
of Dedicated Multimodal High-axle Load Freight Corridors with Computerised Train Control
System on Mumbai-Delhi and Delhi-Howrah routes (hereinafter referred to as the Project)
utilizing STEP Scheme and with the inputs of Japanese technology and expertise. In July 2005,
Government of India (GOI) officially requested Government of Japan (GOJ) for the execution of
Japans technical cooperation to assess the feasibility of the Project, and the GOJ decided to
conduct the feasibility study on the Project (hereinafter referred to as the Study) in November
2005. In February 2006, JICA dispatched preparatory study team, and the S/W of the Study and
the M/M were signed and exchanged between the Ministry of Railways (MOR) and JICA. The
Study is to conduct: 1) Base-Line survey of the subject railway line and grasping the issues (Task
0); 2) Justification of the construction of the new freight corridor by comparison of alternatives
(Task 1); 3) Feasibility Study on the Dedicated Freight Corridor Project (Task 2); and 4) to share
Japanese experience in railway development and management. Task 1 was completed in March
2007 and whole study including Task 2 will be finished in October 2007. In order to smoothly
implement the Study, the JICA Study Team (JST) was formulated by three groups of 1) Project
management Unit, 2) Intermodal Research Unit, and 3) Engineering Unit.
1. This report provides an overall summary of the findings of this study since its beginning to
August 2007. Specifically, it covers all the survey content relating to Task 0, "Base-Line survey
of the subject railway line and grasping the issues," Task 1, "Justification of the construction of
the new freight corridor by comparison of alternatives," and Task 2, "Feasibility Study on the
Dedicated Freight Corridor Project". The Draft Final Report consists of he following document:
Volume 1 Executive Summary (Task 0, Task 1, and Task 2)
Volume 2 Draft Final Report (Task 0 and Task 1)
Volume 3 Draft Final Report (Task 2)
Volume 4 Appendix 1 Technical Documents (Annex 1 Technical Working Papers)
Volume 5 Appendix 2 Preliminary Design Drawings (Annex 2)
2. This Report shall be submitted to the Ministry of Railways on September 2007, and will its
clarification and discussion will be held in the 6th Meeting of the Steering Committee. After that,
corrections shall be made reflecting the comments from MOR. The Final Report is scheduled to
be submitted to the MOR in October 2007, completing all tasks of the JICA Study.
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<TASK 0 BASE-LINE SURVEY OF THE SUBJECT RAILWAY LINE AND

GRASPING THE ISSUES>
II.
ROLE OF RAILWAYS IN INDIA'S TRANSPORT SYSTEM
3. The Indian Government sanctioned the 11th Five-Year Plan (2007 - 2012) and made is public last
December. The Working Group Paper for the railway sector indicates enhancing of the transport
capacity by construction of the DFC, and plan to reinforce the rolling stock fleet by procurement
of locomotives amounting to 1,800 units within a five year period. The development of logistic
centres and management of freight terminal operation by public-private-partnership (PPP) is also
recommended as areas of development in the freight transport business.
4. The railway traffic volume continues to increase year by year. However its share in transport of
passenger and freight transport is decreasing. This is due to the improvements of the road
network, and the growth in vehicle ownership, and the fact that the railway traffic volume is now
approaching the capacity limit of rail network facilities. The railway transport capabilities need to
be reinforced to increase its share within the transport sector. The enhancement of customer
oriented transport services is also required for the railway sector to hedge off the competition
from the road transport.
III.
SOCIAL AND ECONOMIC CONDITIONS IN TARGETED REGIONS
5. The proposed new east-west freight line runs between the east coast state of Maharashtra (capital
Mumbai) to the east coast state of West Bengal (capital Kolkata), and passes through a total of 10
states. These 10 states alone are home to a total population of 620 million people. The west coast
region, centred on the city of Mumbai (Maharashtra and Gujarat states) is served by several deepsea ports, and is a thriving centre of industry and commerce. The region centred on the capital
city of Delhi is densely populated, and is a developing centre of industry, commerce, and
agriculture. The northern region includes the state of Punjab, blessed with fertile soils and known
as the "bread basket" of India, and the district of Ludhiana, a fast industrializing hub of
manufacturing and information technology. The east coast region (West Bengal State), centred on
the city of Kolkata, has achieved remarkable economic growth over recent years. Adjoining West
Bengal on its inland border is the state of Jharkhand, which is developing as a centre for heavy
industries such as steel mills, which rely on the state's rich coal and iron ore resources.
IV.
EXISTING TRANSPORT CONDITIONS AND ISSUES OF SUBJECT LINES
6. Except for block train transport for bulk freight, the transport service provided by railways alone
cannot complete the whole transport service. The rail transport requires connectivity to ports,
freight collection facilities, inland container depots, and connection to road transport. The
containerisation of freight transport is presumed to be a global trend, making it a large business
target of the Project. The container transport is based on intermodal transport and it realises the
smooth transfer of freight. However for realisation of the enhancement of railway transport
services of the container transport, it is imperative that the freight handling facility and
collaboration with other modes of transport are well established. It shall be noted that
improvement of the intermodal system is to secure the competitiveness of the railways against
road transport.
7. As for port facilities connected to subject railway lines, the western corridor is served by a
number of sea ports having a depth greater than 10m, including the ports of Jawaharlal Nehru
(JN) Port (max. berth depth 15m) and Mumbai (10m) in the Mumbai district, and the ports of
Pipavav (12.5m), Kandla (14.6m), and Mundra (17m) on the Gujarat peninsula. JN port is India's
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Draft Final Report
busiest container shipping port, handling 60% of all containers shipped by sea in and out of India.
On the other hand, the eastern corridor is served by the ports of Kolkata (8m), and Haldia (8.5m)
near Kolkata. However, since both of these are river ports of shallow depth they cannot be used
by large container ships. A deep-sea port serving Kolkata district has been planned for Sagar port
(planned depth 12.5m) at the mouth of the Ganges river, but the project has not yet progressed
beyond its inception.
8. Container transport on India's national railway network is now opened to 15 companies under
license, where until recently it was exclusively operated by the public enterprise CONCOR
(Container Corporation of India). CONCOR owns and operates approximately 40 Inland
Container Depots (ICDs) throughout India. There are two ICDs in the Delhi Area, Tughlakabad
(TKD) and Dadri, each connected to the rail network. The TKD ICD is favourably located, just
17 km from New Delhi Railway Station, but the condition of the roads servicing the ICD is poor.
Another problem is that there is little potential for further expansion due to urbanization in the
surrounding area. The TKD ICD is reported to have planned handling capacity of 250,000
TEU/year, but in reality, it handles approximately 400,000 TEU/year, greatly exceeding its normal
capacity. The Dadri ICD began its operations in 2004, and was designed to have a capacity of 1
million TEU/year. However, it currently it only has facilities to handle approximately half of its
planned capacity. The access roads to the Dadri ICD are relatively well maintained, but the depot
only handled some 100,000 TEUs of volume in the 2005-06 fiscal year. One reason for this low
handling volume is considered to be the ICD's location, 45 km from Delhi. Many freight owners
prefer to use the TKD ICD, which is closer to the city. CONCOR is currently planning a new
large-scale ICD facility in the Delhi area, called Logistic Park, to connect with the new freight
line.
9. Many sections of the Indian Railways network deploy an Absolute Block System (ABS) which
allows only a single train to operate between two consecutive stations. This is a major factor
hindering the increase of number of trains that can operate on the network (line capacity).
Transport capacities of the network need to be upgraded by introducing automatic signalling and
railway traffic control systems. In addition, the operation of freight train services is not based on
scheduled timetables. In order to improve the quality of freight train services, it is imperative to
introduce a modernised train operation management system that would facilitate transport
services by scheduled freight trains.
INTERMODAL TRANSPORT STRATEGIES FOR RAILWAY
10. Despite the road transport in India has disadvantageous factors compared to railways such as,
high fuel cost, cumbersome paperwork and tax payment upon inter-state border crossing, the
share of railway transport is decreasing yearly. Although insufficiency of rail capacity is
recognised by the authorities, improvements of railway system are slow. From interview of
freight shippers, freight forwarders, and the freight railway transporters such as CONCOR, issues
such as poor coordination among relevant concerned organisations, arrival time of freight is
unknown, existing railway services is not user friendly was highlighted.
11. Comparing the freight fare and the journey time between the rail transport and road transport
between Mumbai and Delhi for transport of 40 feet container, the fare of the rail transport,
standing at 49,000 Rupees, is cheaper than that of road transport which stands at 53,000 Rupee.
However, the journey time of road transport is substantially shorter than rail transport. Therefore,
there is an urgent need to implement the aforementioned improvement plan of the railways,
reducing the total journey time to six days in total, and setting the arrival time by introducing train
operation system based on the scheduled time table, and train reservation system that would fix
the arrival of the container freight train.
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12. The railways transports 60% of the total transport volume of 20ft containers. The containers are
utilised for transport of relatively heavy load freight, on the other hand, road transport carry light
weight commodities that are able to bear the burden of a high tariff. The transport fare need to be
amended to become attractive to draw freight having higher transport cost.
13. For the realisation of customer oriented services, it is advised that DFCCIL and MOR should not
entrust the freight handling operation in the ICD to private sector enterprises but take a proactive
role in exploiting the opportunity to create business by initiating measures such as: visualization
of logistic by introduction of freight tracing system, establishment of credit guarantee
institutions that would allow ease the administration of after delivery payment, proactive
implementation of ICD development plan for the metropolitan area. These effort shall enable the
railways to grasp the core portion of intermodal transport as well as reinstate the share of the
railways.
VI.
EXAMINATION OF LINE CAPACITY
14. There are numerous elements defining the size of the line capacity. An effective method that
would enhance the line capacity is the improvement of signalling system by introducing
automatic signalling. The JST estimated the line capacity by charted train schedule which bases
on the assumption that automatic signalling system is provided and layout of station yards are
improved to eliminate restriction on operational speed. The results concluded that 140
trains/day/direction was obtained as line capacity of electrified double track line which considers
the daily maintenance time of 4-hours. This figure exceeds the current line capacity of 85
trains/day/direction (71 train considering maintenance block) shown in the Line Capacity
Statement (2005-06).
15. The reasons for this difference of the line capacity are considered to be as follows.
i)
The line capacity of IR is based on the current condition of station yard which forces trains to
run at lower than 15 km/h or 30km/h.
ii) Existence of route interference of trains due to trains operating from the opposite direction.
ii) Signalling distance is not arranged to maximize the line capacity.
iii) The train acceleration and deceleration performance may be relatively lower than that officially
recognised.
16. Based on item 14 and 15 of above, the JST adopts the following values for the line capacity used
in the study of alternatives.
1)
2)
VII.
Use 140 train/day/direction as the line capacity for the double tack section of DFC, since it is
considered that new line can satisfy the above conditions.
Line capacity of a single line section of DFC is 40 trains/day/direction assuming the scheduled
speed of freight trains will increase to 40kmph on the new line.
Use 110 train/day/direction, which is the average of 140 train/day/direction of above, and 71
train/day/direction as the line capacity of double track section of the existing line after the
improvement.
The line capacity on single line section, is determined to be 20
train/day/direction, same as that on the current single line, assuming limitation exists despite
improvement works are made.
SITUATION OF THE EXISTING FACILITIES AND ISSUES
17. [Transport] The maximum speed of the trains is determined by the maximum emergency brake
distance of 1,200m or by the designated distance up to the next signal. The length of the freight
trains including container trains are set at the maximum effective length, currently at 686m,
designated by Indian Railways norms, and has no latitude of in extending the train length. As
indicated in Paragraph no.9, the augmentation of line capacity in sections having constraints due
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to ABS signalling system can be achieved by introduction of automatic signalling. For the
alleviation of the constraints mentioned in paragraph no.15, replacement of turnout with lesser
tangent, track layout improvement and modernisation of interlocking into electronic interlocking
system can be considered. The modernisation of train operation control system, currently
dependent on manual operations, also needs to be considered.
18. [Stations] There are three categories of stations: 1) Large scale stations having functions of
passenger station, freight station, locomotive depot, and freight wagon depot; 2) Medium scale
stations with passenger amenities, passing loops, and 3) intermediate stations with passenger
amenities and passing loops. As is mentioned in the previous paragraph, the alleviation of the
hindrances to the efficiency on the train operation within station premises can be achieved by such
measures as replacement to smoother tangent turnouts. Also improvement in track layout of the
stations in response to the changes in the transport demand is recommended.
19. [Track Structures] The Indian Railways classify the design speed in their construction standard
for their broad gauge lines into five levels, from A to E. The standard specifications of the track
structure for trunk lines classified as group A are: 300mm thick ballast; pre-stressed concrete (PC)
sleepers laid at 1,660 pieces per kilometre; 60kg/m welded long rail; for 1,676mm broad gauge;
with Pandrol fastener. Track strengthening works are ongoing for those line sections having
specifications lower than the above. Head-hardened rails are used on sharp curved sections of
lines on which mineral resources are transported.
20. [Structures] The majority of the existing lines are embankment structures. Elevated structure
was observed only at bridge sections. Standard track centre distance of adjacent lines is 5.3m.
Some sections on flat terrain were embankment structures where the material of the embankment
was excavated from the ground adjacent to the line, leaving a long drainage type strip. The
existing track are approximately 2 meters higher than the surrounding ground level which are
presumed to have taken into consideration of flood water level.
21. [Bridges] The Indian Railways classify bridges over 300m span as Important Bridges, where the
majority of them are through-girder truss type bridges which are composite of 30m or 60m
standard span bridges. The majority of the bridges were more than 100 years of age and were
observed to be well maintained. Newly constructed important bridges, such as the Sone Bridge,
adopt the concrete structure (PC box girder). Bridges classified as Major Bridges, which are
longer than 30 meters and less than 300m, are mostly upper-through plate girder type structure.
Recently replaced major bridges adopts concrete bridge structure.
22. [Electrification System] Twenty five percent of the total railway lines in India are electrified.
The electrified traction hauls 48% of all passenger transport by passenger-kilometer basis, and
61% of all freight transport by ton-kilometer basis. The AC 25KV system is adopted on most
lines, with some exceptional application of DC1500V system. The lines with DC system are
planned to be converted into AC system within a 5 year timeframe. The Zonal Railways clarified
that there were no incidental suspension of power supply due to lightning damages, and there
were no particular apprehension regarding power supply from power companies. The long term
capacity reinforcement of power generation planned by the Ministry of Energy underscored the
optimistic view of the zonal railways regarding stable power supply in the future.
23. [Telecommunication System] Optical fibre communications (OFC) systems are being installed
along major rail tracks under the optical fibre development plan of Indian Railways. As of March,
2005, 27,000 route kilometres out of the total 42,000 route kilometres had been installed by
RailTel Corporation, which is a Special Purpose Vehicle (SPV), with Ministry of Railways
(MOR) participation. In addition, RailTel Corporation has started earning revenue by marketing
the excess bandwidth available in Indian Railways communications facilities, such as the OFC
network and other infrastructure. A 150MHz mobile radio link is provided on limited sections for
communication between train crews and station staff. The utilisation of the system was difficult
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since the communication quality deteriorates due to radio interference (noise) and does not meet
operational needs. Therefore, with the aim of ensuring stable communications between train
crews and station operators, a Global System for Mobile Communication for railway applications
(GSM-R) based mobile communication system is now being introduced on the A, B and C
routes of Indian Railways, totalling 3,200 route kilometres.
24. [Signalling System] As was indicated in paragraph n.9, the signalling system in station needs
improvement to uplift the efficiency of the operation. Introduction of electric point machines are
in process. The prevailing system is the mechanical interlocking system, and in view of the aged
relay interlocking system, the introduction of the electronic interlocking is required.
25. [Rolling Stock] The railway related manufacturing industries in India flourish under the Ministry
of Railways and establishments such as manufacturer of electric and diesel locomotives,
passenger coaches, and wheel axle; state-owned manufacturer of heavy electric machinery and
appliances exists. Private freight car manufacturers also exist. In principle, the Indian Railways
procure rolling stock from these domestic manufactures. The industry has achieved to
manufacture the state-of-the-art electric locomotive (WAG-9), a 6 axle, 6,000 horsepower
locomotive of induction motor drive, and the diesel locomotive (WDG-4), and the most recent 6
axle, 4,000 horsepower locomotive of induction motor drive. Most of the rolling stock
manufacturing technology was introduced from Europe, the United States, and Japan, and has
been modified to fit the requirement of India. It should be noted that rolling stock with higher
performance compared to the existing fleet is required for the operation of high speed container
train and heavy haul freight train that will run on the dedicated freight corridor.
VIII. IMPROVEMENT AND DEVELOPMENT PLAN OF THE RELEVANT

FACILITIES
26. [Improvement Plan of the Railways] The Zonal Railways are strengthening the transport
capacity of their network by the following measures. These measures are those not to
accommodate long term increase of transport demand but to accommodate transport demand at
the moment.:
-
Strengthening of Track Structure: Replacement of 52kg/m rail wooden sleeper structure into
60kg/m PC sleeper structure.
Bridge replacement works: Replacement of ageing bridges by 25ton axle load capacity bridges.
Double tracking and gauge conversion works: Double tracking of single track sections on trunk
routes, and conversion from metre-gauge into broad gauge.
Introduction of Automatic Signals: Introduction of automatic signalling are ongoing on
premises of metropolitan areas along the Eastern Corridor (Ghazibad-Kanpur).
Others: South-Eastern Railway are carrying out improvement works on their coal transport
routes to increase the allowable axle load to 25tons on earthwork sections and 30tons on new
bridges.
27. The Ministry of Railways has compiled the Integrated Railway Modernisation Plan 2005-2010
(IRMP) in November 2004. The IRMP comprises of modernisation of passenger transport
projects (budget of approximately 140 billion Yen), modernisation of freight transport projects
(budget of approximately 130 billion Yen), and other modernisation (budget of approximately 320
billion Yen). As for passenger transport, aims are made for the increase of speed of train
operation, beautification of station facility, and improvement to information service system. As
for the freight transport, aims are made for the modernisation of freight station, reinforcement of
customer information related services, introduction of corrosion resistant / light weight wagons,
improvement to brakes, speed up of freight transport to 100km/hr operation, and double stack
container operation. Other railway modernisation efforts are made on common areas of passenger
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and freight transport which include reinforcement of tracks to 25tons axle load, introduction of
monitoring and maintenance system of bridges, modernisation of signalling and
telecommunication system, modernisation of electric/diesel locomotives (inverter control etc.)
The above improvements are ordinary railway modernisation measures that are implemented to
cope with current and short term transport demand and are not radical transport capacity
enhancement measures.
28. [Improvement Plan of the Roads] The National Highways Authority of India (NHAI) of the
Ministry of Shipping, Road Transport and Highways, is spearheading the road development
initiatives, putting highest priority on the trunk roads connecting the four corners of the Golden
Quadrilateral, as well as roads stretching across from West to East, and North to South under the
framework of the National Highway Development Project (NHDP). NHAI has classified the road
network of the entire Indian continent into eight grades, including port connections, and has
devised a development plan, which is in progress. By the implementation of the development
plan, 50,000km of road network will be improved to have dual carriage way per direction by
December 2015. There are also plans to develop intercity toll expressway by BOT schemes, ring
road serving the metropolitan area, bypasses, and grade separation of intersections.
29. [Improvement Plan of Ports] Improvement plan of major port in the western corridor has
revealed as follows through site survey and interviews:
i)
ii)
iii)
iv)
v)
vi)
Mumbai Port: In order to increase the container handling capacity, development of 3 offshore berths, construction of a large scale container yard by reclamation of docks under
Build-Operate-Transfer initiatives are ongoing. By implementing this the container handling
capacity will be enhanced from the current 200,000 TEU per annum to 1,900,000 TEU per
annum.
JN Port: Construction of berth no.4 is planned, in which the cargo handling capacity will be
strengthened to 4,000,000 TEU. The container handling capacity will be enhanced from the
current 3,600,000 TEU per annum to 9,000,000 TEU per annum.
Pipavav Port: In the long term plan, there is a plan to construct a artificially excavated multipurpose port having a total berth length of 2,200m and a depth of 15m. The container
handling capacity is expected to increase to 3,400,000 TEU per annum from the current
420,000 TEU per annum.
Kandla Port: There is a plan to expand the container handling capacity to 700,000 TEU per
annum from the current 170,000 TEU per annum. There are plans to develop the port
facilities such as wharfs, terminals, and carry out dredging of ship lanes, which would serve
as a industrial port.
Mundra Port: Development of one coal berth within 2 to 3 years, a LNG jetty within 2 to 3
years, a liquid cargo jetty within 2 years, and 13 container berths within 4 to 5 year time
frame are scheduled. After all works are complete, there would be 17 container berths, 12
bulk berths, totalling 29 berths. The container handling capacity will be enhanced to
8,400,000 TEU per annum from the current 1,200,000 TEU per annum.
Rewas Port: The Rewas Port located near Karanja Port, 10km south of JN port has plans to
construct 6 berths having 2,000 m (depth of 13 m), and in the long term expanded to 22
berths (depth of 13 to 18 m). The port is scheduled to handle container, iron ore, coal, and
liquid bulk.
30. [Development of ICDs] In the National Capital Region, there are two large scale ICDs (TKD and
Dadri), 5 small scale ICDs (Loni, Asaoti, Palwal, Kosi Kalan, and Rewari), and one under
construction in Patli. The total cargo handling capacity is approximately 1,400,000 TEU. The
Indian Railways has signed a concession agreement with 15 freight forwarders in January 2007
that is expected to revitalization of goods transport by introducing the best practice of the private
sector, promotion of streamlining. These freight forwarders shall submit the future ICD plan to
Indian Railway appropriately in accordance with this agreement, but there is no record that IR
have received the plan from operators as of August 2007. The JST has got information that future
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Draft Final Report
ICDs are planned at Bijwasan on the southside of International airport in Delhi, at Sonipat and
Panipat on the north of Delhi NCR region, and at Patli on the south NCR Delhi region.
IX.
TECHNICAL MATRIX
31. [Technical Matrix] In this Study, elements of technology applicable for the DFC Project were
deliberated, extracted and tabulated in a Technical Matrix form. The technical element matrix
includes technologies, but not limited to, signalling system, train operation control system,
container management system, electric locomotives, head-hardened rail, etc., in which Japanese
firms have technological advantage and expertise. The JST has conducted a detailed study of
applicable technologies taking into consideration comments from the Indian side, and narrowed
down the applicable Japanese technology and expertise.
<TASK 1 JUSTIFICATION OF THE CONSTRUCTION OF THE NEW FREIGHT

CORRIDOR BY COMPARISON OF ALTERNATIVES>
X.
32.
STUDY OF ALTERNATIVES
According to the S/W and M/M made between JICA preparatory study team and MOR, study of
alternatives was conducted for the sake of justification of construction of the Dedicated Freight
Corridor (DFC) by setting other alternativeswhich are the Dedicated Passenger Corridor (DPC)
option and the Existing Line Improvement (ELI) Option. As the base case for the project
evaluation, Without-Project (Zero Option) is also studied. The study of alternative was carried
out in a following process:
1) Setting of options
2) Evaluation of merits
and demerits of each
alternative
3) Preliminary (first stage)
evaluation
by
comparison of demand
and capacity
4) Second stage evaluation
Identify functions and purposes of respective alternatives and

define routes of respective alternatives.
In order to recognize the peculiarities of each alternative,
merits and demerits of respective alternatives were evaluated
qualitatively
The projected demand in 2021-22 and 2031-32 and the line
capacity was compared and considered for a representative
section, and was analysed whether or not the alternative can
suffice the demand.
The project cost was estimated and economic comparison of
alternatives were made.
33. [Definition of the DFC Option] The DFC Option was defined as the option to provide a new
railway line for exclusive use of the long-distance freight transport. The existing lines are
assumed to be utilised by all passenger trains and local freight trains. The route analysed was the
route of the recommended in the RITES Feasibility Report. Since function of the DFC is
transport of long distance freight, DFC has no necessity to pass through built-up area and is able
to detour city areas by setting bypass routes. By this, the DFC can minimize cost of land
acquisition and scale of resettlement in the built-up area. In addition DFC has advantage in
reducing such negative impacts as traffic interference at level crossings, emission gas and noise
harms toward local people living in built-up area by shifting freight trains to out skirts of the cities.
34. [Definition of the DPC Option] The Dedicated Passenger Corridor (DPC) Option is defined as
the option to increase reserve capacity for freight transport on existing line by shifting long
distance express passenger trains from the existing lines to the new passenger train line (DPC).
Executive Summary
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Draft Final Report
Therefore it was assumed that all freight trains and local passenger trains remain on the existing
lines. Since purpose of the DPC is passenger transport, DPC can not bypass the city area like
DFC and should pass the built-up area along the existing lines to attract the passengers. Therefore
DPC option needs additional land acquisition in the built-up area, which should drastically
increase cost of the land acquisition and scale of the resettlement. In addition, since all trains
should pass through the built-up area, DPC should have, in comparison with DFC option, larger
negative impacts such as traffic interference at level crossings, emission of gas and
noise/vibration harms toward local people living in city area. On the other hand, DPC has
advantages to reduce construction cost of civil works including bridges due to adoption of axle
load lower than those of DFC option.
35. [Definition of the ELI Option] The Existing Line Improvement (ELI) Option is defined as the
option to increase line capacity of the existing line to accommodate future traffic demand of both
passenger and freight. Major improvement works should be improvements of signalling system,
track layout and train control of station area, and level crossings. In principle, ELI option require
no land acquisition because it improvement1works are limited to those within present ROW.
Several lines in the Indian railway network could be considered as ELI alternative. However the
subject lines were selected as those which are currently used for the long distance freight transport
which is the primary target of the Project. The ELI has advantages that it need no land acquisition
nor resettlement, and can minimize initial investment, but has disadvantages that 1) its capacity
enhancement is limited, 2) and it has larger negative impacts such as traffic interference at level
crossings, emission of gas and noise/vibration harms on local environment, and 3) there is higher
chance of interference to trains operating adjacent in the area subject to improvement.
36. [Definition of the ZERO Option] The Zero Option is defined as without project case, and used
as the base case for evaluation of the project benefit. If the present passenger transport is to be
sustained status quo, either of the following three options can be conceived: 1)Utilisation of
alternative mode of transport (promotion of road development, and/or transport by trucks);
2)containment of traffic demand (re-examination of the thermal power development plan,
promotion of industry development in the port reion); 3)suppression of total demand (lowering
the target of economic growth rate, and/or suppress power consumption or export/import). The
answer to this is no other than 1). Hence, the Zero option is defined as option where traffic
exceeding the line capacity is borne by the road. In the zero option, the transport demand to be
borne by the freight railways is assumed to be mainly borne by the road transport. The capacity
of the existing lines are considered to be limited, thus treated as trivial. With regard to the
railways, the zero option scenario considers the ongoing as well as the committed improvement
works. With regard to the road transport, the zero option bases on the assumption that the
highway network between Mumbai and Delhi, and Delhi and Kolkata are completed by 20212022, and that all national trunk roads are quadrupled as planned. On the other hand, it is a fact
that the road development is not catching up with the demand due to sudden increase of road
traffic volume. As for the railway network option, present on-going and committed improvement
projects are included in this option. If the demand of DFC shift to road network additionally,
traffic congestion of roads will become serious and lead to economic loss due to increase of
vehicle running cost and journey time.
37. [Comparison of Traffic Demand and Traffic Capacity] Comparison of the line capacity in the
projected demand was made between the Existing Line Improvement (ELI) option, the Dedicated
Freight Corridor (DFC) option, and the Dedicated Passenger Corridor (DPC) option for the year
2016-17, 2021-22, and 2031-32. The result concluded that the line capacity of both corridors for
the ELI option is not sufficient to accommodate the demand projected for 2016-17, hence the ELI
option was ruled out.
The line capacity for DFC and DPC options, is sufficient until 2031-32, however the existing
lines on the Western Corridor for DPC option can not accommodate the projected demand of 2020.
The same goes for Eastern corridor in 2025. For the DFC option, demand projected for year 2026
Executive Summary
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Draft Final Report
exceeds the line capacity in partial section of the Western corridor, however there is sufficient
capacity on the existing line on the Eastern corridor until 2030.
38. [Economic Comparison of DFC and DPC] The conclusions derived from the previous analysis
indicate that the DPC option has no environmental superiority over the DFC option, and that there
is unbalance of demand and capacity on existing and new lines. The advantage of the DPC may
be the possibility of reducing the construction cost due to application of lower axle load. Hence,
comparison of the estimated construction cost was made between both options indicated in
paragraph 33, and 34. The result concluded that the total initial cost for DPC option was 50% and
40% higher, for the Western corridor and Eastern corridor, respectively. The reason was that the
land acquisition cost and the civil works cost ended up higher since the station of the DPC option
is located in urbanised areas. Hence it was concluded that the DPC option was ruled out since it
has no superiority over the DFC option.
39. [Evaluation of the Zero Option] In the zero option, the transport of all freight demand - 21.8
million tons in 2013-14, 96.4 million tons in 2023-24, and 168.4 million tons in 2033-34, is
assumed to be borne by railways. The transport of passenger demand in 2033-34 which is
projected as 31.9 billion passenger-kilometre also is borne by the railways. In this case, the NH8
between Mumbai-Ahmedabad is projected to accommodate a daily traffic volume of 4,300
container truck, 1,300 ten ton capacity trucks, and 1,300 buses. On NH2, in addition to the above,
a daily traffic volume of 3,600 ten ton capacity trucks, a maximum of 7,000 on some section, is
projected.
Hence construction of an additional four-lane road becomes inevitable to
accommodate the future traffic volume. The JST observes that plans of 6-laning of the existing
roads and construction of highway laid out in the National Road Development Plan alone will
aggravate the traffic congestion, and result in stagnant logistic movement. Hence, the zero option
is concluded to be an unrealistic option and that reinforcement of freight transport capacity of the
railway was confirmed to be crucial.
<TASK 2 FEASIBILITY STUDY ON THE DEDICATED FREIGHT CORRIDOR

PROJECT>
XI.
REVIEW OF RITES REPORT (PETS-II)
40. [Demand Forecast] The projection is relatively moderate. Coal traffic is projected based on the
committed plans of thermal power plant. On the other hand, the projected growth rate of
international container traffic is slightly optimistic, however the traffic being projected up to 2021
and assumed becoming constant beyond 2021, it is considered not over estimated. The projection
can not be used in economic and financial analysis because only the traffic demand on the DFC is
forecasted.
41. [Route Planning] The route plan proposed in the PETS-II report recommends the reconstruction
of ROB located at places parallel and adjacent to the existing line which is considered to be
extremely difficult task, and detour routes penetrating through built-up areas. RITES is carrying
out the Final Location Survey (FLS) to detail the alignment, however it is reported to be
completed by end of December 2007, thus the information is not available to the JST within the
study period. Hence, the JST deliberated on route taking into consideration the social and
environmental aspects and made necessary amendments to what was presented in PETS-II.
42. [Geometrical Alignment Standard] Maximum gradient of 1 to 200; Minimum radius of curve of
700m; Distance of track centreline between DFC lines at 5.5m, and ditto at 6.0m between DFC
and existing lines; Width of formation of 12.5m for embankment and 14.9m for cut section, are
proposed. The geometrical alignment standard comply with the Indian Railway Standard, which
the JICA Study will adopt, subject to no findings in particular engineering constraints.
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Draft Final Report
43. [Track Structures] Applied standard specifications for track structures are as follows:
Axle load of 25 tons (30 tons in future); Maximum train speed of 100 km/hr; Effective station
track length (CSR) of 750 m (1,500 m in future); Maximum traction load of 5,800tons
(15,000tons in future); Rail: 60kg/m UIC; Rail tensile strength 90 kgf/mm2 (UTS); Adoption of
HH (head hardened) rail at sharp curves. These requirements are IR standard, which the JST shall
comply subject to no particular engineering constraints.
44. [Station Planning] The function of the DFC is specialising in the transport of direct freight
transport by means of block trains, and freight stations load/unload goods are not planned on the
DFC lines. For connection of the DFC lines with the existing lines, junction stations (JS) are
planned to be provided. Besides, for refuge of trains in occasions of accidents/trouble, or for
waiting/stabling of maintenance machinery and, if necessary, for refuge of low speed trains,
crossing stations (CS) are planned between junction stations.
45. [Grade Separation Structure of Level Crossings] The cost for constructing ROBs required for
the grade separation at the level crossing is the heaviest item of the total cost estimated in the
PETS-II report. The grade separation of the level crossing is a desirable project. However since
the users and the beneficiaries of the ROB being the road transport, all the cost need not be borne
by the DFC Project. Hence, the JST recommends that the grade separation project be separated
from the DFC Project and implemented by annual budget. In addition, heigh tof the road surface
of the ROB accommodating the double stack container (DSC) trains will be approximately 10m
above the existing road. This will become a burden for non-motorised traffic such as pedestrian,
bicycle, wheel cart, and cattle carriages. Such negative impact need to be considered for the
grade separation structure of level crossings.
46. [Rolling Stock] The PETS-II estimated the required number of locomotives based on the
performance of the existing locomotive fleet, and at the same time recommended the introduction
of 9,500 and 12,000 horsepower locomotives. The rationale for the recommendation of the
12,000 horsepower locomotive is not clear. The JST studied the performance of locomotives
required for the DFC and drawn an independent conclusion of locomotives having similar traction
power recommended by RITES.
47. [Maintenance Depot] The PETS-II recommends the reinforcement of the existing maintenance
depot and estimates the construction cost without providing concrete details. The JST conducted
a rough analysis of the maintenance depot based on the projected number of locomotives
calculated by the JST.
48. [New ICD Plan] The PETS-II concludes that at least of two large scale ICDs are required to be
constructed in the National Capital Region to cope with the future increase of container traffic.
However, the rationale for the site of the planned ICDs as well as the land acquisition,
compensation, and the difficulty of implementation of the Project by means of environmental
impact assessment study, etc. had not been deliberated.
49. [Preliminary Engineering Design of DFC] The PETS-II Report does not contain the drawings
of the preliminary engineering design. The route, alignment and preliminary engineering design
of the junction station are being carried out and is reported to be completed by October 2007, at
the earliest. Since the Draft Final Report of the JST requires to be completed by the September
2007, the review of the preliminary engineering design of RITES shall be carried out
simultaneous to its preparation by RITES, and the JST will establish the Guideline Design, and
provide it to RITES for them to complete the FLS in accordance to its content.
Executive Summary
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XII.
Draft Final Report
ESTABLISHMENT OF DEVELOPMENT SCENARIO FOR DFC
50. [The Objective for Establishing the Development Scenario] The Government of India has set a
target to complete the implementation of the Project within 5 years, stating from 2008. However,
from the results of the site investigation and the engineering analysis, there were sections having
environmental and social constraints making it difficult for the early start of construction, as well
as sections where construction need not start in the near future due to some margin in the line
capacity. In order to judge that a part of the Project is feasible for implementation, the following
conditions should be satisfied:
1) The traffic situation is so imperative that necessity of the implementation of the Project is justified.
2) The basic plan had been fixed based on sufficient engineering deliberation.
3) Environmental impact assessment is carried out based on the basic plan and issues regarding
environmental and social aspect and its mitigation measures are identified.
4) The particular section can be formed as an independent Project generate project effects suffices to
be established as a Project, and has project effect.
Each of the above conditions are issues which will be considered by JBIC and other international
financial institutions for their project appraisal. Considering the above issues, the Project is divided
into several sections and deliberated within each section of the aforementioned issues, and evaluate the
feasibility of implementing each section, and establish a phased development scenario for the whole
project as a precondition of analysis of the feasibility of the Project.
51. [Grasping the Conditions for the Feasibility of the Project] The following summarises the
conditions for the feasibility of the Project.
1) The Situation of Traffic Demand and Line Capacity: Since the development of the DFC is approved
by the Government, MOR has a policy not to implement projects to improve existing lines project that
have conflict with the DFC Project. JST has evaluated the situation of the traffic demand and line
capacity based on the line capacity of the existing lines and has confirmed that most of the existing
lines will become saturated in the near future.
2) Maturity of Basic Plan: The major physical constraints for implementing this Project are the
existing ROBs located in built-up areas that require reconstruction. There are several locations along
both corridors, in parallel to the existing lines, where the reconstruction of the ROBs is considered
extremely difficult, and re-examination of the route including the consideration of a detour route is
necessary. It is also impossible for the early implementation for the section where a tunnel structure is
proposed since a detailed engineering and environmental study, including a geological survey, is
required to fix the basic plan.
3) Clearance of Environmental and Social Issues: The execution and approval of the environmental
impact assessment (EIA) is an indispensable prerequisite for securing loans form JBIC and
international financial institution. The existing route proposed by RITES has routes which by a slight
modification can substantially mitigate the impact on natural and social and environment. On the
other hand sections were identified where significant number of squatters reside along the strip of land
in parallel and adjacent to the existing line where DFC is proposed to be constructed, and locations
within built-up areas where reconstruction of the ROBs shall have a serious negative impact on the
social environment.
52. [Segmentation of the Project] Considering the conditions for the feasibility of the
implementation of the Project, the Project area was divided into seven sections for the Western
Corridor, and six sections for Eastern Corridor, as shown in figure 1-(1) and 1-(2). The condition
for possibility of implementation each sections were examined.
Executive Summary
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Draft Final Report
53. [Establishment of the Phased Development Scenario and Sorting and Evaluation of the
Feasibility Conditions of Each Sections] For the establishment of the phased development
scenario, the characteristics of each section with regard to the conditions for the feasibility of the
project was grasped, as well as the defining of the subject project for each development phase of
the development scenario, and identification of the sections that need to be consolidated into each
development phase. As indicated in the Interim Report 2, the JST has separated the Project into
three phases, and proposed the whole Project be implemented in fifteen years, on grounds that the
existing lines be improved in advance of the DFC Project. In response to this proposition, MOR
opined that 1) the DFC has been sanctioned to be implemented at the earliest and that a
substantial extension cannot be permitted, and 2) the MOR has a policy in not carrying out the
improvement works of the existing lines since the development of the DFC is prioritised.
Considering the policy clarified by the MOR, the JST has established the policy for the phased
development as follows:
Phase I-a Project: A Project composed of sections having commonality of stringent traffic situation in
the short to mid-term future, and has non existence of engineering and environmental issues that
would undermine the implementation of the works, and constitutes as a viable project that generate
project effect independently, and considered to withstand the project appraisal by international
financing organisation.
Phase I-b Project: A Project composed of sections having commonality of stringent traffic situation in
the short to mid-term future, however its implementation is judged to be impossible in the immediate
future due to existence of serious difficulties from the engineering and environmental aspect, and
likelihood of not being able to secure funds from international financing organisation for its early
implementation.
Phase II Project: A Project composed of sections having commonality of no serious traffic situation in
the short to mid-term future, and it is judged that its implementation can be deferred until the traffic
situation becomes stringent, as well as those sections that cannot immediately commence with the
works due to necessity of review of its alignment.
The following table summarises the overall evaluation of the conditions of the feasibility of each
section according to the aforementioned definitions:
Executive Summary
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Draft Final Report
Table 1 Western DFC - Phased Development Scenario

Item
Development
Section
Section Length
RewariVadodara
W-A2a
290km
Expected
Benefit by
Development
Necessary
Supplemental
Projects and
Conditions to
be met for
realisation of
Project
W-A2b
368km
W-A3
124km
W-B1
136km
W-B2
344km
W-B3
89km
Phase II
Dadri Rewari
W-A1
918km
433km
117km
6 years
8 years
6 years
2008-09 * / 2013-14
2008-09 / 2015-16
2010-11 / 2015-16
No significant engineering and

environmental
constraint
on
alignment of sections parallel and
adjacent to existing lines and detour
sections. Basic plan is likely to be
fixed this fiscal year.
(1) Strengthening of the transport
capacity of trunk line between
Northern India including NCR
and Gujarat where deep sea
ports exist.
(2) Improvement of the freight train
operation to/from JNP/Mumbai
Port
by
detouring
the
bottlenecked Ahmedabad to
Vadodara sections.
Substantial numbers of ROB

difficult to reconstruct. Requires
reconsideration of alignment.
Subject section has a tunnel

section and requires further
study.
(2) Improvement of transport

capacity of section between
Vadodara Vasai Rd. where
the traffic situation is most
severely
congested.
Enhancement
of
freight
transport capacity between
JN Port, Mumbai and NCR.
(2) Direct connection of Western
DFC to JN Port.
(1) Improvement to the

logistic network in
NCR as the DFC is
connected
to
the
existing ICD of TKD
and Dadri.
Supplemental Projects
(1) Construction of a new ICDs
between Rewari and Delhi is
required as the DFC is not
directly connected to existing
major ICD (TKD, Dadri) in
Phase I-a. (ICD construction is
included in scope of this study
due to its importance)
(2) Related
to
above
(1),
electrification between Rewari Brar Square/ Patel Nagar is
needed.
(3) Shortcut Route between Delhi
Cantt.-Brar Square to connect
ICD (TDK, Dadri) via existing
line.
(4) Strengthening
of
transport
capacity by improvement of
signal and station yard between
Vadodara-Vasai Rd.
Conditions to be met for
realisation of Project
(1) Necessity to secure funds from
international financing agencies
other than Japanese ODA due to
high Project cost is urgently
required.

(1) There exist a lot of existing
ROBs in built-up areas
where its reconstruction is
considered to be difficult.
Urgent review of engineering
feasibility and reconstruction
plan including the study on
detour route is required.
(2) Since W-B2 and W-B3
sections are the heavily
urbanised
areas,
land
acquisition is considered to
be difficult. Prompt action is
required
for
achieving
consensus among residents
and
expediting
land
acquisition.
(3) Route W-B3 requires further
study based on the accurate
topographic
information
since this section has steep
undulations.
Urgent
topographic
survey
extending across the subject
area and review of the
alignment route is required.
(4) This Project considers to

(1) The tunnel section is
located in Eco-Sensitive
area and expected to
have
significant
environmental impact to
agricultural land. Early
start of environmental
survey is required for
approval of EIA since
approval process is
considered to take time.
(2) Five ROBs exist along
feeder line section to
TKD where it is
considered
to
be
difficult
for
its
reconstruction. Further
study is required to
minimise the number of
reconstruction of ROBs,
and consideration of
plan to improve the
existing lines.
Assumed
Duration for
Construction
Commencement
/Completion
Reason for
Selection of
Section
Development Phase
Phase I-b
Vadodara Vasai Rd.
and
Vasai Rd. JNPT
Phase I-a
2008 2009 indicate Fiscal Year 2008
Executive Summary
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(2) Allocation of funds from Indian
Government is required for land
acquisition and construction
works of the advanced initiated
section.
(3) Decision to take up the works
must be made before December
2007.
(4) Immediate discussion with road
authorities
regarding
the
reconstruction of the ROB is
required.
(5) Decision by Government of
India is required for the
selection
of
technology
proposed by JICA Study Team.
(6) Approval of the EIA for the
alignment of the subject section
is required by end of November
2007.
(7) Continuous effort for consensus
building
among
residents
residing along alignment is
required.
(8) Immediate establishment of
policy for construction of ICD
is required.
require sufficient funds and

has engineering challenges
which poses necessity of
urgent
consideration
of
securing
funds
from
international
financing
agencies.
(5) Assuming the involvement
of international financing
agencies, a timely execution
and completion of an EIA
study, that can bear the
appraisal, is required.
Executive Summary
- 15 -
Draft Final Report

Draft Final Report
Table 2 Eastern DFC Phased Development Scenario

Item
Phase I-a
Development
Section
Mughal SaraiKhurja
E-A1
322km
Section Length
E-C1
242km
E-C2
184km
E-B
472km
127km
6 years
8 years
6 years
2008-09 / 2013-14
2008-09 / 2015-16
2010-11 / 2015-16
No significant engineering and

environmental
constraint
on
alignment of sections parallel and
adjacent to existing lines and detour
sections. Basic plan is likely to be
fixed this fiscal year.
Substantial numbers of ROB

considered as difficult to
reconstruct exists along Khurja
and D. Kalan which necessitate
reconsideration of the alignment
at some sections.
The traffic between Khurja and
Dadri is projected to become
saturated in 2020, thus the
implementation of the project of
this section simultaneous with
Rewari Dadri section is
considered to be reasonable.
(1) Strengthening of the logistic
system between the eastern
and western corridors by
providing direct connection
to both corridors.
(2) To improve the congested
traffic situation of NCR by
providing a bypass route, and
connection of the northern
Indian region with the
western/eastern areas by
means of DFC.
(1) Conditions (1), (2), (4) and
(5) indicated in Phase I-b
Project of Western Corridor
must be met.
The traffic between this

section is projected to
become saturated in 2025,
thus the implementation of
the project of this section is
considered to be not urgent.
Strengthening the transport capacity

of entire eastern corridor by
development of the sections of severe
congestion.
Expected
Benefit by
Development
Necessary
Supplemental
Projects and
Conditions to
be met for
realisation of
Project
E-A3
46km
Phase II
Sonnagar
Mughal Sarai
710km
Assumed
Duration for
Construction
Commenceme
nt /Completion
Reason for
Selection of
Section
E-A2
388km
Development Phase
Phase I-b
Khurja Dadri
and
KhurjaDhandori Kalan
Supplemental Development Project

(1) Improvement of layout of
Mughal Sarai Station to allow
bypass of existing Mughal Sarai
station.
Conditions to be met for realisation
of Project
Conditions (1) to (7) indicated in
Phase I-a Project of Western Corridor
must be met.
(1)
Connectivity
to
Sonnagar by completion
of the development of
eastern DFC.

(1) Finalisation of planning
of the track layout of
Mughal Sarai Junction
station,
and
commencement of the
land
acquisition
negotiation with the land
owners of the region.
54. [Consideration of Applicability of Phased Development of Technical Options] The previous

section established a spatial phased development scenario. The following summarises the
considerations of the phased development of the several technical options to be adopted in the
DFC project.
1) Container Transport System for the Eastern Corridor: In the short term, the container volume on
the Eastern DFC is negligibly small, hence double stack container transport need not be introduced for
the time being. Single stack container (SSC) transport and limiting the number of ROBs to be
reconstructed as the precondition is recommended until the implementation of the deep sea port in
Executive Summary
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Draft Final Report
Kolkata region is realised, and the container traffic volume on the Eastern Corridor is sufficiently large.
2) Station Yard Planning: The junction station should be planned to fit the requirements of the short
term transport volume. The reduction of number of grade separated structures and simplification of
the facility plan is recommended. Until the traffic situation becomes severe, the effective length of the
sidings is recommended to be same as with the existing maximum effective length of 750m.
3) Elimination of level crossings by construction of ROBs: In conjunction with the implementation
of the DFC, the Ministry of Railways has a policy to eliminate all level crossing where DFC trains are
planned to pass. However, due to the following three reasons the implementation of the grade
separation works require special consideration: (1)Construction of ROBs in built-up areas are
extremely difficult and has substantial negative impact on the area; (2)Improvement of local road
network together with integation of adjacent level crossings need to be considered; (3)Sufficient
coordination with road authorities regarding design and cost allocation is required. Hence, the ROB
construction project is recommended to be separated from the Project and treated as a separate Project
which the Government of India should implement. Where DFC trains operate, improvement of
existing level crossings by automatic train detection system is recommended to be included in the
Project.
4) Traction System of the Western Corridor: It was confirmed in the Minutes of Meeting of the
Fourth Steering Committee, held in March 2007, that the electrification of the Western Corridor should
be implemented once the double stack container (DSC) operation under electrified wire is confirmed
proven, and that in the initial stage diesel traction be adopted. However, the JST has visited China to
observe the DS container operation under wire and concluded that this indeed was a proven technology.
The analysis carried out in the JICA Study concludes that from the aspect of economics and transport
demand needs, double stack container operation adopting the well type wagon was verified to be
superior. Even though it was found that flat type wagons are not proven of its stability, the JST
recommends the electrification of Phase I-a Project of the Western Corridor with utilization of well
type double stack wagons, after verifying that the well type double stack operation is superior in
economical aspects as well as the consideration of necessity from transport demand.
XIII. DEMAND FORECAST

55. [Methodology] The future station-to-station origin-destination (O/D) was computed from the
present one by applying the future commodity-wise traffic volume among states, and then the
future O/D was assigned to railway network for rail traffic projection. International container
traffic was projected by multiplying rail share to the projection of international container
throughput at ports, assuming that distribution pattern of container traffic would be the same as
the present one. For coal transport, the methodology in PETS-II was so proper that the projection
was applied in this Study. Traffic volumes of other commodities were projected from the results
of regression analyses that applied population and GDP by sector as their explanatory variables,
assuming GDP growth rate to be 7% per annum. Passenger traffic was computed by multiplying
growth rates that were estimated from a regression analysis with population as its explanatory
variable to the present number of passenger trains for each route.
56. [Marine Containers] Throughput of marine containers was projected to become 43 million TEUs
in 25 years, which is approximately eight times the present one. This traffic volume is as large as
that of USA and is approximately half to that of China. The container traffic by rail in the
Western Corridor would increase by approximately 14 times in the same period due to the
increase of rail share by the opening of the DFC and reach approximately 10 million TEUs.
57. [ICD] As a result, container throughput at ICDs in and around Delhi was estimated to become 6
million TEUs in 2033-34. It is clear that the demand would exceed the present capacity of the
ICDs. Since it is not realistic that such huge demand concentrates on Delhi area, it would be
Executive Summary
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Draft Final Report
necessary to decentralize new ICDs.

58. [Coal] There are 11 thermal power houses with the total power generation of 7,370 MW which
relate to the Eastern Corridor, among the committed projects of thermal power houses in the 11th
Five Year Plan. With the completion of these power houses, coal traffic would reach 6.5 million
tonnes which would be about 2.4 times the present traffic at 2.71 million tonnes (2004-05), and
the traffic was estimated to become 8.9 million tonnes finally. This is the estimation in PETS-II
and this Study also applied the result.
59. [Traffic volume in terms of ton and TEU] It was projected that the Eastern DFC would carry
68.7 million tonnes in 2013-14, which would increase to 140.8 million after 10 years (more than
two-folds), and reach 152.4 million after 20 years. On the other hand, the Western DFC would
carry 37.7 million tonnes (including 1.5 million TEUs) in 2013-14, 96.2 million tonnes (including
5.55 million TEUs) after 10 years, and 140.4 million tonnes (including 8.88 million TEUs).
60. [Number of Trains on East DFC] It was projected that the number of trains would be 50 60
trains per direction per day in 2013-14, which would increase to 70 90 trains in 10 years and 80
100 trains in 20 years. Coal traffic accounts for 70% of the total traffic toward Delhi, and empty
trains including those of coal trains account for 80% of the total traffic of the opposite direction.
Traffic volume on the section of Khurja Ludhiana would be only 20-30 trains per direction even
after 20 years.
61. [Number of Trains on Western DFC] Since container trains from various ports of Gujarat State
converge, the number of trains between Palanpur and Delhi is about twice that of Mumbai
Palanpur section. The number of container trains is projected to be 140 trains per direction 20
years after the opening of the DFC. The total traffic of Palanpur Phulera was estimated to
exceed the line capacity of the DFC with 180 trains per direction per day. The demand forecast
assumes the single stack train operation.
62. [Risk Analysis] The future traffic was projected for scenarios with different GDP growth rate and
rail share for container transport. While on the Eastern DFC the fluctuation would not be so large,
the traffic volume in terms tonnage on the Western DFC would be 70% in 2023-24 and 60% in
2033-34, on assumption that the rail share is constant, and the GDP growth rate is 5% per annum.
XIV.
COMPARATIVE ANALYSIS OF TECHNICAL OPTIONS
63. [Container Transport System] In US and China, well type wagons having lower centre of
gravity, is utilised for DSC operations. IR has conducted the trial operation of the DSC using flat
type wagons, however, since test-run period being of short duration, it is difficult to say that the
technology is proven. In order for DFC with flat type wagons be utilised, an extensive meticulous
and longer tests including evaluations on higher centre of gravity and wind load conditions to
confirm safety of the technology is required.
The JST has studied the stability of wagons under wind load condition for DSC operation on broad
gauge lines, applying the proven doubled stacked container operation utilising well type wagons on
standard gauge lines in China and the USA. The double stack of 81/2 ft and 91/2 ft container on welltype wagons on standard gauge lines was taken as the base case. The flat type wagons have more
factors for unstable conditions, such as having higher centre of gravity, and the spacing between the
stacked containers resulting in larger area under wind load conditions. According to the calculations
made by JST, the overturning moment of the DSC operations using flat type wagons is 50% higher
than the base case, even the advantage of wider broad gauge conditions. The results suggested that
DSC using flat type wagons have a serious stability issue. On the other hand, the DSC of 91/2 ft
containers on well-type wagons on broad gauge lines was revealed to be more stable than the base
case.
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The clearance becomes an issue for combination of electrification and SSC, however the Chinese
Railway operates DSC trains using well-type wagons under 25kV OHE. From their experience, there
are no safety issues for DSC with flat-type wagons if clearance more than 270 mm is secured between
the catenary and the rolling stock.
The PETS-II recommends the container transport on the Western Corridor as DSC transport on flattype wagons by diesel traction. Form the traffic projections, the SSC operation will become saturated
in 2028, however the DSC transport using well-type wagons can accommodate the demand with some
margin left.
An Economic analysis was carried out comparing the combination of electric or diesel, SSC, DSC
on well-type wagon, DSC on flat-type wagon. The results concluded that the DSC using welltype wagon by electric traction is most economical. The transport costs per one TEU for both
DSC on flat wagon and well wagon are 82% of the SSC, indicating that the there is no significant
difference among the two in terms of cost.
PETS-II has proposed electric traction, DSC operation on Eastern Corridor using well-type
wagons, which would realise direct operation of container trains to/fro Eastern and Western
Corridor.
As from the rationale of above, JST recommends the electrified DSC operation using well-type
wagons on Western Corridor.
64. [Catenary and Pantograph] A study was made on the height of the rolling stock and the
catenary wire based on the maximum moving dimensions (MMD), and the resulting height of
MMD is 6.83m for DSC on flat-type wagon and 6.23m for DSC on well-type wagon. Form these
result, the proposed clearance between the top surface of rail and the bottom surface of the ROB
was determined as 7.90m for DSC on flat wagons, and 7.30m for DSC on well type wagons. Also
a study was conducted on the implication on the relative contact position of the pantograph and
the catenary wire after the raising of the electrification wires to 7.60m from the existing 5.60m,
and concluded that there was no issues for catenary poles erected at 63m interval. The
examination of the transition of the height of the catenary wire of DFC and that of the existing
lines concluded to have no serious engineering issues.
65. [Traction System (Electrification/Diesel)] The electrified traction system is advantageous
system, in terms of impact on environmental and economic aspects, to cater for the particular
level of transport demand projected in the JICA Study. Despite the fact that the freight transport
on the Western Corridor is a mixed traffic of container and bulk, and having a high density
transport, the PETS-II recommended the diesel traction. The electrification of the Eastern DFC
was proposed in PETS-II.
In light to this, the JST carried out a comparative study of the traction system for the Western
corridor. Compared with the diesel traction system, the electrification system requires a larger
initial investment but the procurement cost of the locomotives, and operation and maintenance
expense is lower. In this Study, the cost increase factors were taken into consideration and
economic analysis was conducted for a 30 year period using the life-cycle-cost. The conclusion is
that the life-cycle-cost of the electrification system saves Crore Rs. 630.3 in terms of net present
value, and revealed to be economically advantageous. Recalculation was conducted in
accordance to the suggestion, made in the 5th Meeting of the Steering Committee held in July
2007, to take the same service life of 36 years for electric and diesel locomotive, which did not
change the conclusion.
66. Double Coupled Train (loop length 1500m) The PETS-II report proposes the double coupled train
(DCT) operation system to enhance the transport capacity. However, the JICA Study revealed that
from result of the demand forecast for both Corridors, the introduction of the DCT operation would
not be required even in 2033-34. For the operation of the DCT, the extended effective loop length
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accommodating the DCT will result in the reduction of the line capacity, since more time is
required for other single trains to pass the across the loop, which is subject to speed restriction,
turnout, and signals. JST calculated that if a single train is operated on the 1,500m loop, the
number of the trains passing the loop will be reduced by 17%.
The braking of long trains is difficult and would require the adoption of electric command air brake
(EP) or electromagnetic automatic air brake (ARE) which will result in a demerit of increase of
investment cost for rolling stock.
The situation in which the rationality to introduce the DCT operation is realised, is when the line
capacity of the railway infrastructure does not suffice the demand and requires the provision of new
lines, and the DCT is introduced as an alternative to the construction of the new line. Since the DFC
Project is taken as a precondition, and if the double stack container operation is not viewed as
inevitable, the necessity of securing loop length having 1,500m is not justified.
67. [Comparative Analysis of Methods for Level Crossing Improvement] Since the DFC will
have high traffic density in the future, the grade separation of the level crossing (LX) with heavy
road traffic is desirable. The standard set by the Indian Railways stipulate that level crossing
having over 100,000 TVU be furnished with a ROB, however this limit can be significantly
relaxed by introduction of automatic train detection and alarm system. JST estimated the
economic loss due to closed LX on condition that the automatic system is introduced. The
conclusion was that the construction of ROB is economically justified for LX that exceed 900,000
TVU of 2005-06 level.
XV.
TRANSPORT PLAN OF DFC
68. [Establishment of Preconditions] Conditions that require to be met for realising operation of
140 trains per direction on DFC are established. Those conditions include: 1) organizing of
operation rules; 2) arrangement of the roles and the establishment standard for stations; 3)
required performance of locomotives; 4) standard for signalling installation; 5)Speed limit on
turnouts.
69. [Assessment of Train Running Time] Calculation of train operation time was made by
generating run-curve combining the information of vertical and horizontal information, speed
limit, and locomotive performance. The conclusion was, theoretically, a train of 5,800 tonne bulk
cargo hauled by 12,000 HP locomotive making 2 minute stop at every junction station, resulted in
the scheduled speed of 90kmph for both corridors. This does not include spare time and can not
be adopted directly for the actual travelling time.
70. [Preparation of the train diagram] The minimum headway is calculated by identifying the
section with the maximum number of trains from the projected yearly traffic allocated on each
section. The train diagram was prepared from the traffic demand data and the travelling time
based on the data already calculated.
71. [Estimation of Number of Rolling Stock] The number of turn-rounds and the turn-round time
was estimated by the tabulated annual number of trains by section, and the locomotive operation
time and the number of rolling stock was calculated using the running train kilometre and average
speed of the train. The requirement of the rolling stock for DFC in 2023 concluded as: 430 units
of locomotives, 7,700 units of container wagon, and 8,200 units of bulk wagon.
72. [Introduction of Train Time Table] The time table is indispensable on DFC since the route
control is conceived to be carried out by the computerised control system. The introduction of the
time table is beneficial from the view point that it will enhance the quality of the inter-modal
transport since the arrival time will become clear. IR has apprehension on the introduction of the
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time table for freight trains running on existing lines. However, they have already introduced the
crack train system which has time table for internal use. JST proposes the step-wise introduction
of the time table.
73. [Enhancement Measures of Line Capacity] Simultaneously with the introduction of the
automatic signalling system IR has started to improve the track layout of stations to abolish the
route conflict between up and down trains. Also, replacement of local stopping trains from the
locomotive hauled coaches to EMU is also being carried out. Such measures to enhance line
capacity are being carried out in the recent years. For the future, JST assess that IR can break the
way of thinking of IR staff which think the line capacity at 85 trains/day/direction is the
maximum limit for the double line with automatic signal, by enhancement of the quality of the
facilities and rolling stock, along with the introduction of software measures.
74. [Through operation to/from existing lines and DFC] The junction station which links the DFC
and the existing line could become a weak point due to time loss for change of locomotives, crew,
and wait during approach operation of other trains. By analysing the work process, the changing
time of the locomotives can be reduced from the current 20 minutes to 15 minutes, and the crew
shifting time from the current 5 minutes to 2 minutes. Consolidation of operations by centralised
traffic control at the operation centre, and introduction of time table for freight train can
drastically reduce the time loss due to approaching operation. Brake-van will not be required on
DFC due to the introduction of the one man operation, and the connection of the brake-van is
recommended be abolished on the existing line. Such measures are recommended to be taken up
by IR to overcome the weak point of the connecting point at junction station.
75. [Loading/unloading at intermediate stations] The JST assess that by the block train operation
of IR, the container transport to stations for small volume cargo will dissipate. In order to resolve
this, and in order to maintain the transport time without considerable extension, JST advises that it
is effective to handle the containers at the arrival/departure loop of intermediate stations, and
recommends the deliberation of its introduction. JST recommends IR to refer to the experience of
JR Freight.
76. [Actual travel time of train] The travel time between major stations including the stations on
feeder lines was calculated according to the phased development plan. A journey that took three
days was reduced to a single day in the maximum reduction case. By average, a two days journey
was reduced to a single day. However, the time reduction achieved was less than that was
obtained at the connecting points of inter-modal transport. The JST recommends the
improvement of connecting points of inter-modal transport.
XVI. PRELIMINARY
EQUIPMENT
ENGINEERING
DESIGN
OF
FACILITIES
AND
77. [Basic Policy] The task of the JICA Study is to carry out preliminary engineering design by
reviewing the PETS-II feasibility study carried out by the Indian side. However the PETS-II
outlines only the overall concept and does not provide concrete engineering design of structures
and facilities. The alignment design and the preliminary engineering design are currently under
execution by RITES concurrently with the Final Location Survey (FLS), which its submission is
revealed to be in October this year at the earliest. In view of this situation, the JST prepared a
guideline design (GLD), and based on this the JST will carry out the environmental and social
consideration study, cost estimate, and implementation plan. The policy of JST is, after the
submission of the GLD to the Indian side, to establish mutual agreement that the Indian side
finalise their preliminary engineering design complying to the GLD.
78. [Axle Load] JST applied 25 tonne axle load for design of track structures, and 30 tonne axle load
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for structures.
79. [Route Plan] The method adopted for reviewing the route plan of RITES was by plotting the
route information on satellite photograph image with building and structures identifiable, and
rerouted the alignment avoiding such objects to minimise the impact on the social environment.
The vertical alignment planning was carried out using information obtained by JST by video
footage, interlinked with GPS information, of the whole existing alignment. The following
sections are proposed to be modified by the JST.
Eastern DFC Allahabad Detour, Kanpur Detour, Etawah Detour, Aligarh Detour
Western DFC Vadodara-Ahmedabad Detour, Palanpur Detour, Kishangarh Detour, Phulera
Detour, Ringas Detour
80. [Location of Station and its Layout] The layout of the junction station proposed in the PETS-II
was having a grade separated crossing of connecting lines between the existing lines and the DFC
lines that intersects with the a large angle. The large intersection angle makes it necessary for the
acquisition of large area of land to accommodate the grade separated structure. The plan needs to
be reviewed in terms of land use and environmental and social consideration. The final layout is
being prepared by RITES, and the Guideline Design was prepared by JST to facilitate planning of
RITES considering the aspects of above. For example, for those connecting lines with few trains
operating, at-grade crossing with a middle line were planned to minimise the number of railway
flyovers. Also for lines with few trains at a particular direction, connection lines were not
configured and planned as switchback operation. As a provision for the future, RITES has
planned the clear standing room (CSR) at 1,500m, which is an excessive facility to accommodate
the demand within the time span of the Project life. The JST recommends the determination of the
location and acquisition of the land for the provision for the future, however the CSR planned for
at 750m.
81. [Civil Structures] Earthworks: The review of the volume of earthwork can not be carried out
with precision, due to the lack of availability of the full information in the PETS-II with regard to
the alignment and basis for the calculation of earthwork volume. The JST calculated the
earthwork volume by utilising the available relevant vertical alignment data attached to the PETSI, namely the elevation information of ground level and planned formation level, and verified by
satellite images and 1 to 50,000 scale topographic sheets, and estimated the earthwork volume by
the method explained in paragraph 79.
ROB and RUB: ROB and RUB will interfere with the construction of the DFC. The availability
of sufficient planar space and vertical clearance for the existing ROB over the DFC corridor that
is planned in parallel and adjacent to the existing lines was examined to judge the necessity of
reconstruction for each ROB. In this Study, site investigation was carried out and this information
was used in devising countermeasures. The countermeasures need to be finalised after carrying
out a detailed study.
Bridges: The JST has carried out a flood analysis of the rivers of the Western Corridor for the
important bridges, and presented the required span of the bridges in the Guideline Design.
82. [Track Facility] The JST applied the 25 tonnes axle load for the study on DFC track structure.
The 25 tonne axle load is applied on track improvement project of the existing lines which are
currently at 22.9 tonnes. The application of 30 tonnes axle load requires further engineering
examination and is its application can be considered when replacement of the track structures
becomes necessary in the future. There is trend to adopt stronger rail by railways of other
countries having heavy haul railways, and some heavy axle load railways have replaced its rail to
head hardened (HH) rails on all sections. The application of HH rails for DFC is can be examined.
Since the procurement of timber is difficult, the Indian Railways utilises pre-stressed concrete
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sleepers for their turnouts. In view of easiness of construction/maintenance work synthetic resin
sleepers, which the technology was established in Japan and is the utilisation widely prevailing,
can be used for turnouts as well as ballast-less steel girders.
83. [Traction Power Facility] The RITES report recommended the tapping of power for the DFC
Eastern line from existing substations, however the JST deliberated on the new provision of an
independent traction power facility for the DFC. The JST recommends the adoption of the AT
feeding system since it has advantage of longer interval between stations, and requiring no
sections. The conceived distance between the substation is 50 km. The substation is
recommended to tap on 2 pair of three-phase branch line of a 220 kV commercial grid
anticipating abnormalities of the substation. Also, the installation of the SCADA system is
recommended.
The traction power facility on the Western corridor is proposed to be same as the Eastern corridor.
84. [Traffic Management System] For the traffic control of DFC, we JST propose a comprehensive
computerised total traffic management system combined with signalling system,
telecommunication system, centralised traffic control (CTC) system and traffic management
system. This system will achieve punctual train operation, simplify the traffic management
organisation, rationalise facility management, and provide efficient freight transport. By utilising
this system, the railways can become competitive against road transport. The link between each
system traffic operation, signalling, automatic train protection, telecommunication, between the
train and wayside equipment, is connected to the dispatcher/station by modernised mobile
communication through optical fibre cable communication network. The link is expected to
achieve seamless traffic management. It is desirable that train dispatchers and facility
commanders managing the traffic operations of each corridor are consolidated at one location to
realise integrated operation of the DFC.
85. [Telecommunication System]the Indian Railways have selected and is introducing the optical
fibre communication system and Global System for Mobile Communication for Railway
Applications (GSM-R) system on their business as their next generation fixed and mobile
telecommunication system. Microwave communication and metallic cable communication
system can be considered as the alternative of fixed communication system, however the JST
recognises the advantage of optical fibre cable (OFC) communication systems compared to other
fixed telecommunication systems, such as metallic cable and micro wave communication systems,
from a technical point of view (capacity advantage, electromagnetic compatibility) and
commends the OFC. As for the mobile telecommunication system, in addition to the prevailing
mobile communication system, the Terrestrial Trunked Radio (TETRA) can be considered as
alternative of mobile communication system. However, the GSM-R is commendable for
applications on DFC, due to its expandability for train operation, in addition to the voice and data
communication functions it provides.
86. [Signalling System] For the train detection system, the JST recommends the Audio Frequency
(AF) track circuit, where joint-less type are opted for between stations, and insulated rail joint
type within stations. For the Automatic Train Protection System, the JST proposes the Advanced
TPWS that carry out the speed checks at onboard devices, receiving the speed restriction
information either from the transponder or track circuit. The cab signal is also recommended as
an optional that would assist the driver during foggy situation,. The JST aims to realise the
introduction of an advanced traffic control system for DFC which integrates the aforementioned
telecommunication, signalling, CTC, and traffic management, systems mentioned in paragraph
no.84.
87. [Rolling Stock] Axle load: Two cases were analysed on the impact of increase of axle load,
namely for 25 tonne and 30 tonne. For bulk freight wagons, the 25 tonne axle load
accommodates 28% more payload than the existing 20.3 tonne axle load wagons, and similarly
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58% more payload for 30t case, which indicates that the transport efficiency increases in
proportion to the increase of the axle load. However, in consideration of the implication on the
cost of the infrastructure as well as the interoperability to and for the feeder lines, the JST
recommends the adoption of 25 tonne axle load in the initial stage and providing provision in the
design for 30 tonne axle load to allow future conversion. Regarding the container wagons, the
application of 25 tonne axle load will accommodate a payload consisting of two 20 ft containers
plus one 40 ft container, or two 40 ft container - double stacked. The 25 tonne axle load is
recommended over the 30 tonne axle load, since there will be constraints on the arrangement of
the freight within the container which would attain only marginal increase of payload.
Performance of the locomotive: The analysis of the relation between the gradient, velocity, and the
locomotive power concluded with the recommended specification for the electric locomotive as
follows: For bulk transport - 8 axle 12,000 Hp; and for DFC container transport 6 axle 9,000 Hp.
The underlying assumption was that the axle load is 25 tonne, the traction load of 5,800 tonnes for
bulk transport, 4,500 tonne for container transport, maximum speed of 100 km/hr on at-grade section,
equilibrium speed of 75-80 km/hr. For diesel traction, the traction power for the driving wheel per
axle being 750 Hp, three 6-axle locomotives for bulk haul, and two 6-axle locomotives will be
required for container train.
Development and production: Since the electric locomotives will have a newly developed highperformance shaft (as referred in paragraph 46), a prototype needs to be developed, tested for its
performance as well as the verification of its interface performance with telecommunication and
signalling facilities, at least 2 years prior to the commissioning of the DFC. The requirement of the
locomotives is 170 units by commissioning and 15 to 30 units every year after commissioning. In
light of the locomotive manufacturing capability within India, either import, construction of a new
factory or improvement of manufacturing capabilities may need to be considered for the procurement
of these locomotives. New wagons that can accommodate 25 tonne axle need to be developed at the
earliest. Particular attention is required for the protected design patent, held by the United States, of
the well-type wagons.
88. [Rolling Stock Maintenance Plan] Since failure of rolling stock have significant implication on
the transport capacity, the JST analysed the statistics of rolling stock failure and maintenance
activities. The JST recommends the improvement of the assembly line for the brake devices, and
the improvement of the working conditions.
89. [Maintenance Depot] Based on the estimated numbers of locomotives, the JST concludes that
two additional maintenance depot for electric locomotives, and two additional wagon
maintenance depot are required on the DFC corridors. Simultaneously, the strengthening of the
existing maintenance depot is recommended. Since a new maintenance depot, for exclusive use
for the maintenance of locos of the Eastern corridor is planned in Lucknow by the Indian
Railways, the JST recommends the establishment of the facility in Rewari for maintenance of
locos operating on the Western corridor. The JST recommends the establishment of a new
ROH/POH in Dadri for the wagons of Eastern corridor, and the establishment of a new ROH in
Rewari for the Western corridor.
XVII. ACTION PLAN FOR IMPROVEMENT OF INTERMODAL LOGISTICS

90. Importance of Development of Inter-modal Transport SystemThe railway transport has an
undisputable economical advantage over road transport, in which the fuel consumption per tonne
kilometre by railway transport is significantly less than that of road transport. On the other hand
it is a fact that the railway transport can not complete the entire transport by itself, which can be
termed as a disadvantage. Hence in case of railway transport, the connections to other modes of
transport (generally with road transport) are required to complete the entire transport process.
Accordingly, the number of connection process such as transhipment and storing of freight will
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increases. The more the connections, the more the transport cost and increase in transport time.
Thus, it is imperative that the railway community fully is aware that the transport by railways
needs to be entrusted to other mode of transport at the transport connection point. This fact is the
utmost weak spot of railway transport. In order for the railways to become a competitive
transport mode against road transport, the conquest of this weak spot is issue.
To meet the demand that increase each year prior to the completion of DFC, and full utilization of
the transport capacity of the DFC after its commissioning, the development of inter-modal
transport need be started immediately where possible.
91. Inter-modal strategy (Ports)The handling volume of freights via railways in future is
calculated on the assumption that 35% of the handling volume of ports along the DFC will be
borne by the railways. Concrete improvement plan of facilities for handling, transit and stabling
of containers in the port is worked out based on the improvement plan at ports presented in
Chapter 9 of Volume 2 (Task0&1). Renovation of railway yard within JNP, the largest container
port in India, is planned in accordance to the increase in container handling volume. For the
handling and transit of the container inside ports, data link between the train reservation system
and container handling facilities in port, and the establishment of mutual subcontracting system
for the mixed container train is proposed.
92. Inter-modal strategy (Feeder lines)The improvement of the freight handling capacity at the
port and the line capacity on main line is likely to cause the feeder line between ports and the
DFC to become a bottleneck. From the demand forecast, the JST has estimated the period
required for the conversion of the existing non-electrified single track feeder lines into double
track lines that connects the major ports of Mundra, Kandla, and Pipavav, located in Gujarat
State. The result was that the feeder lines originating from Mundra port and Kandla port will be
required to be doubled by 2023-24. But the feeder line for Pipavav port will not be required to
be doubled until 2033-34.
93. Inter-modal strategy (Railway)In order to resolve the prevailing issue of uncertainty of
train railway freight transport, the introduction of time table for freight trains is important. One
of the reason for not being able to introduce the time table for freight trains, which is the lack of
line capacity, will be resolved by the implementation of DFC. However, the issue of the
departure of the freight train until full load is achieved, still remains. For the solution of this
issue, the provision of a intermediate stations, equipped with a container loading/unloading
system on the arrival/departure loop, along the DFC is proposed.
94. Inter-modal strategy (ICD of Delhi National Capital Region (NCR)) Two ICDs are
located in the Delhi NCR, i.e., TKD and Dadri. It is envisaged that the total handling volume at
Delhi NCR in future will be substantial and that it shall exceed the handling capacity of these
two ICDs. In Phase I-a, the DFC will not reach the existing ICD, so the provision of a new ICD
between Rewari and Delhi will be a prerequisite for the Phase I-a Project. The implementation
of the ICD in Delhi NCR by private operator is not yet determined. Hence the JST proposes
that DFCCIL take up the construction of the ICD and include the scope in this Project.
95. Inter-modal strategy (alliance with trucks)Road transport is the archrival competitor , as
well as a partner, of the rail transport. In the aggregate, trucking companies in India are small in
scale and there are opinion from consigners that they find it difficult to locate a reliable trucking
company. So it is proposed for the rail freight forwarders to establish alliance with trucking
companies to establish an inter-modal container transport service, and recommending to
consigners.
96. Improvement target for the transport time of Inter-modal transportThe total transport
time was calculated to clarify the improvement target for the proposed inter-modal transport. At
present, it takes 168 hour via road from vessel at JNP to the consignees in Delhi for the
transport time, and 317 hours at average via rail. The result of calculation suggests that this 317
hours can be reduced to 99 hours by adopting the inter-modal strategy. With this strategy,
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transport via rail has advantage in transport time over transport via road.
97. Effect of the inter-modal transportEconomical evaluation with adoption of the inter-modal
strategy is calculated. Stabling time at port is reduced by 5 days, and that at ICD is reduced by
2 days. Benefit is combined with the benefit from the reduction of the transport time of the
freight, reduction of the charge for custody and the improvement of the access road. The total
benefit for thirty five years without the time benefit to be derived from the implementation of
DFC is Rs.203,430 million. The net present value after discounted by capital opportunity cost,
i.e., 12% is 22,530 million Rs. Especially the benefit derived from reduction of stabling time at
ICD and port is enormous.
98. [Establishment of Taskforce for Improvement of Inter-modal Transport] The JST
recommends the establishment of a taskforce involving the railway relevant organization for the
improvement of the overall railway container transport. The role of the taskforce is to identify the
issues raised in the JST report as well as the bottlenecks, build consensus, provide feedback to
each member of the taskforce, and formulate an action plan. The candidate member of the
taskforce is recommended to be Ministry of Railways, Ministry of Shipping and Road, Ministry
of Commerce and Industry, Planning Commission, DFCCIL, relevant port authorities, port
operators, freight forwarders, relevant State Government, academic society, and representatives
from the client. The DFCCIL is recommended chair the taskforce, since it is the enterprise that
will manage the groundbreaking railway transport of DFC.
XVIII. OPERATION AND MAINTENANCE PLAN

99. [The Organization] The operation and maintenance organization of DFC requires being lean,
however the staffing must be competent and ready to cope with unexpected emergency situations.
The line length of the DFC is so long and the number of trains will be so high that the frequency
of trouble occurrence will not be small. The proper traffic control is important even at disruption
on whole stretch of the DFC not to increase the chaos. Based on experiences of Shinkansen lines,
some recommendations are provided for the organization.
For the headquarters, the department-wise issues to be tackled there are expressed and the
organization including the remote office is studied. The operation division (operation centre) is
identified as one of the department of the headquarters. The most important issue for the
operation centre is identified as the communication between the dispatchers for existing lines and
that of DFC. The constitution of well communication system between them is proposed and the
organization of the operation centre is also proposed. For the train operation system, the
experience of Japanese railways on the introduction of one man operation and the abolishment of
the brake-van is introduced because these systems can be introduced to Indian railways also.
For instruction and training system, the importance of the role of the engineers is increased on
DFC according to the introduction of one man operation, introduction of CTC system which
requires the direct communication between dispatchers and engineers and also the engineers who
belong to IR have to operate the train according to the different General Rules of DFCCIL from
IR. To provide well developed instruction and training system for engineers and dispatchers are
important for safety operation of DFC.
For maintenance works, to reduce the occurrence of the failure or trouble of facilities or rolling
stock and the constitution of the quick response system at the occurrence of the trouble or
accidents are important. DFC will be constructed with brand new high level technology to reduce
the total life cycle cost. The standard of the allocation for the maintenance is proposed to
maintain the facilities well and make quick response at emergency. As for the temporary
treatment of the trouble, the allocation of the station staff that is instructed and trained for the
acquisition of the skill is proposed.
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Draft Final Report
100. [Operation and Maintenance Cost] The unit expense to be used to calculate the expenses for
the DFC is split into personnel expenses and expenditures other than wages. The unit personnel
number to be adopted in the calculation is based on the experience from the KONKAN Railways,
which is considered to be a new standard in IR, where the staffing of personnel per operating
kilometre is merely 24.1% of the average of the Indian Railways. And that of Japanese railways
is also based on for the examination of staff number of DFC. The staffing of DFC is sought to be
leaner than that of the Indian Railways as the number of stations per route km of DFC is fewer
than that of IR. The unit expense for wages was 158,000 Rs. of the Indian Railway in average.
The traction expense, which is one of the largest components of the total expense, to be applied is
the actual achievement of the Indian Railways for electric locomotive traction. The other expense
per unit is 80% of the actual achievements of the Indian Railways. The revenue is calculated
based on the unit tariff of IR, namely Rs./ton-km or Rs./TEU-km, and demand forecast of DFC.
101. [Yearly revenue and expenditure] Using the figure shown in paragraph no.99, the yearly
number of category-wise staff and the expenditure are calculated. In 2013-14, the number of staff
for Eastern corridor is 5,110 and that for Western corridor is 6,565 (These figure includes the
number of engineer and rolling maintenance staff who belong to IR). As for the balance, figure
shows the soundness of DFC from the beginning though this figure is that before payment of
interest and depreciation cost. The increase of the revenue and expenditure by the implementation
of DFC project has same tendency though its volume is smaller than that of DFC.
XIX. ENVIRONMENTAL AND SOCIAL CONSIDERATIONS

102. Environmental and social considerations for the DFC project should be conducted with
initiative of Indian Government in principle. However, comprehensive examinations on
environmental and social considerations for the railway development have not so far been carried
out by the Indian Government from the planning stage of the development since there is no
provision of the Environmental Impact Assessment (EIA) for railway development under the
Indian laws and regulations,.
Adequate environmental and social considerations are mandatory in the case where the DFC
Project is applied for the fund of donors such as JBIC, ADB and the World Bank. Therefore, in
addition to the environmental and social considerations under the JICA Environmental
Guidelines, various examinations and recommendations, which are required to be conducted by
the Indian side in implementation of the DFC project, were made in the Study from viewpoints of
possibility of fund by international donors. Thereby Indian Government should understand the
extent of environmental and social considerations necessary to carry out under the circumstances
of internationally funded project, a railway development project. Based on the recommendations
in the Study, it is expected that the Indian side implement recommended actions for the DFC
project as earlier as possible with well understanding institutional framework for implementation
of adequate environmental and social considerations for the DFC project.
In the course of the JICA Study, Environmental and Social Considerations Study (ESCS) was
conducted as initial environmental examination level study in the first year of the Study for whole
route of the DFC project to examine preliminarily environmental and social impacts caused by the
DFC project as well as to conduct alternative analysis and environmental scoping for
Environment and Social Impact Mitigation Measures Study (ESIMMS). Then, the ESIMMS was
conducted as quick environmental impact assessment study for the priority section of the DFC
project in the second stage of the Study to examine in detail.
JICA Guidelines for Environmental Social Considerations, April 2004

The ESCS and ESIMMS are equivalent to the Environmental and Social Considerations Study at IEE Level and the
Environmental and Social Considerations Study at EIA Level under the JICA Environmental Guidelines, respectively.
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Draft Final Report
103. The area of sensitive natural environment directly affected by the Project is Barlam Ambaji
Wildlife Sanctuary located in northern part of Gujarat state on the Western Corridor. The existing
railway passes through the sanctuary over 2.4 km-long and the railway line for the DFC Project is
designed to construct on the eastern side of the existing railway with careful manner. In addition,
compensatory reforestation and tree compensation will be made for the some sections of the DFC
project passing through the reserved/protected forests and some sections with cutting the trees
along the existing railway, respectively, as well as tree plantation near residential area along the
DFC route for alleviation of railway noise at certain level.
104. Relative high concerns on railway noise and vibration are seen for the residents along the
existing railway track as an environmental issue caused by the railway development according to
a questionnaire survey conducted under the Study. Since any study on railway noise and vibration
has not been conducted in India so far, field measurements for the railway noise and vibration to
obtain basic data for forecast of noise and vibration level caused by the DFC project was
conducted as well as railway and environment noise and vibration measurements at sensitive
receptors such as hospital, school, and temple to examine proportion of railway noise and
vibration against the environmental levels, respectively. Based on results of the noise and
vibration forecast and mitigation measures proposed in the Study, detailed examinations and
adequate measure design should be conducted, especially in urban section, in the further stage of
the project.
105. Railway route for the DFC project was basically designed with detouring urban area to avoid
large-scale involuntary resettlement. On the other, since most of the detour routes pass through the
existing farm area, acquisition of farm land and farmers relocation will be occurred. In addition,
relocation of illegal occupants or squatters who presently resides in and around the railway
stations will also be subject to the relocation due to improvement of the station under the DFC
project.
In a railway section between Vasai Road and Rewari, where is subject to the ESIMMS in the
Western Corridor, while there are many and long detour sections passing though the farm area,
some 1,300 structures are subject to the relocation with involuntary resettlement at both detour
and parallel sections in total. On the other, in a railway section between Mugal Sarai and Dadri,
where is subject to the ESIMMS in the Eastern Corridor, there are some sections where can not
avoid to pass though urban area even in the detour route. As result, some 2,300 structures are
subject to the relocation with involuntary resettlement at both detour and parallel sections in total.
After finalization of the DFC routes, detailed resettlement and rehabilitation plans have to be
prepared at district level with detailed inventory for the resettlers.
In the railway section subject to the ESIMMS in the Western Corridor, some 500 squatters who
depend on railway station on their living and reside within impact range of construction for the
DFC project, are seen along the DFC sections in total, especially in southern part of the Surat
section. Appropriate support for the squatters will be one of crutial issues in the resettlement and
rehabilitation plan. Likewise, over 200 squatters will be subject to the resettlement in the Eastern
Corridor in total.
In addition, impact to livelihood for farmers caused by the farm land acquisition will be expected
to occur in the detour sections in Haryana, South part of Gujarat, and Maharashtra in the Western
Corridor, and Uttar Pradesh in the Eastern Corridor. Since some affected farmers may face
difficulty to purchase alternative farm land near their farm land, the DFC project should support
for such farmers to find alternative farm land, not only provide farm land compensation at
replacement cost, from viewpoint of livelihood recovery for the affected people.
106. Although the National Rehabilitation Policy-2006 (NRP-2006), which is under legislation
process in India, should be a basis for preparation of the framework of the resettlement and
rehabilitation plan to avoid or minimize social impacts caused by the land acquisition and
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Draft Final Report
involuntary resettlement, some items to be concerned has gaps between the policy and
requirements at international levels on social considerations such as JICA Environmental
Guidelines, which are such as application of the replacement cost for the farm land acquisition
mostly seen at the detour section and assistance for the squatters mostly seen at parallel sections.
To fill such gaps, MOR and DFCCIL should initiate necessary preparations and actions on
coordination with relevant agencies and establishment of implementation body to implement land
acquisition and resettlement based on resettlement and rehabilitation framework with various
measures proposed in the Study.
107. It is not preferable that standards and practices on resettlement and rehabilitation plan applied to
be applied under the DFC project are different among the concerned states, since the DFC project
is a national project. Instead, resettlement and rehabilitation plan should be well planned and
practiced with same standards as a national project. For it, DFCCIL should have a special section
in charge of resettlement and rehabilitation plan to implement land acquisition and resettlement in
the field as prime responsible body and should conduct public consultation and negotiation with
project-affected people, while MOR has asked concerned states for the land acquisition in the
previous railway projects and the District Collectors had main responsibility for implementation
of the land acquisition and compensation. At the same time, a mechanism should be established to
monitor the status of implementation of actions proposed in the Study such as preparation of asset
inventory, institutional set-up of DFCCIL, and policy of land acquisition and compensation.
108. An Environmental Working Group for the DFC project (EWG) was established under MOR for
the Study, since there was no organization under MOR in charge of environmental and social
considerations. EWG consists of MOR, MOEF, MORD, and academic advisors. Seven EWG
meetings were held as of August 2007 to discuss about environmental and social considerations
for the DFC project. In addition, field inspections by the academic advisors were conducted at
several times.
Other than EWG meetings, role of EWG was only support of environmental study in the Study by
issuing introductory letters for data collection from concered agencies. In further stage of the DFC
project, EWG should have more active role to support approval of the ESIMMS as EIA level
study under MOR.
109. Public Consultation meetings/Stakeholders Meetings (SHM) were held during the Study. First
Stage SHM was conducted between January and February 2007 at ten states along the whole DFC
project area. Second and Third Stage SHMs were held between June and July 2007 and between
August and September 2007, respectively, at 37 districts along the priority DFC project area. In
addition, village-level meetings were held between the Second and Third Stage SHMs. In the
initial stage of the SHMs, though MOR as project proponent did not participate in the SHMs, the
DFCCIL personnels were participated in the several SHMs in the Third Stage SHM after regional
officers of DFCCIL were appointed.
110. In order to implement measures on environmental and social considerations adequately,
environmental management has to be implemented in the pre-construction and construction
phases based on the Environmental Management Plan (EMaP) proposed in the Study with
implementing body and methods. In operation phase of the DFC project, effects of the measures
including status of livelihood recovery of the project-affected people due to land acquisition and
involuntary resettlement has to be monitored based on the Environmental Monitoring Plan
(EMoP) proposed in the Study as well as establishing implementing body to implement necessary
feedback actions based on the monitoring results.
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XX.
Draft Final Report
PROJECT COST ESTIMATE
111. [Defining the Scope of the Project] The Project cost estimate earmarked is total cost of the
works of each phase that have development impact by its implementation. Cost items included in
the project cost estimate are listed as follows:
1) Land acquisition, compensation; 2) Relocation of public utilities; 3) Reconstruction of the existing
ROBs; 4) DFC Infrastructure construction; 5) ICD required to be built in Phase I-a; 6) Consultant fee
(Survey, design, tender document preparation, tender assistance, construction supervision); 7)
Procurement cost of locomotives; 8) Construction cost of depot; 9) Physical contingencies; 10) Price
escalation; 11) Tax & duties; 12) Interest during construction.
Besides the above, wagons will be required, however its procurement cost were excluded from the
Project cost since it is assumed to be procured by the railway freight forwarders. The cost for
improvement of the existing lines was also excluded from the Project cost since this will benefit other
lines than the DFC. The cost for the grade separation of the level crossings, which was included in the
Project cost in PETS-II, was excluded from the Project cost as per the assessment made in paragraph
no.54 3). Among the cost items excluded in the PETS-II, the cost items included in the JICA Study are
items from 5) to 12). Among these, the Indian Railways (IR) is assumed to be the responsible
executing agency for item 7) Procurement cost of locomotives and 8) Construction cost of depot. If
Yen loan is the precondition, items 6) and, 7) to 12) need to be included in the Project cost.
112. [Project Cost Estimate] The cost estimate presented in PETS-II and Interim Report 2 were
reviewed and recalculated as follows:
Table 3 Estimated Total Cost of the DFC Project
Description
Western
Corridor
(million Rs.)
Eastern
Corridor
(million Rs.)
Total
(million Rs.)
163,587
1,056
39,334
5,432
10,084
18,846
238,340
26,640
2,234
10,598
9,608
287,421
108,775
1,727
36,217
3,419
7,369
13,773
171,281
25,495
1,326
7,235
7,102
212,437
272,362
2,783
75,551
8,851
17,453
32,620
409,620
52,134
3,560
17,833
16,710
499,857
20,473
30,605
14,025
21,962
34,498
52,566
1) Construction Costs (DFCCIL portion)

2) Construction Costs (IR portion)
3) Rolling Stock Cost (EL by IR portion)
4) Consulting Service Cost
5) Physical Contingency
6) Price escalation
Sub-total
7) Land Acquisition and Compensation
8) Taxes
9) General Administration Cost
10) Accrued Interest during Construction
Total Project Cost:
Items excluded from DFC Project Cost
*Wagon Cost
*New ROB Construction & Land Cost
(PETS2)
Note: * signify referential estimate.
Ratio
54.4%
0.6%
15.1%
1.8%
3.5%
6.5%
81.9%
10.4%
0.7%
3.6%
3.3%
100.0%
The number of locomotives to be procured in Phase I-a are projected number sufficing the demand up
to 2023. The Phase I-a Project cost is estimated as follows:
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Draft Final Report
Table 4 Estimated Cost for DFC PhaseI-a Development
Description
1) Construction Costs (DFCCIL portion)
2) Construction Costs (Depot IR portion)
3) Rolling Stock Cost (EL - IR portion)
4) Consulting Service Cost
5) Physical Contingency
6) Price escalation
Sub-total
7) Land Acquisition and Compensation
8) Taxes
9) General Administration Cost
10) Accrued Interest during Construction
Total Project Cost
Western
Corridor
(million Rs.)
91,001
1,056
39,334
3,393
6,704
12,530
154,020
16,339
1,332
6,628
6,167
184,485
Eastern
Corridor
(million Rs.)
61,255
1,727
36,217
1,376
5,003
9,350
114,929
15,143
540
4,202
4,663
139,477
Total
(million Rs.)
152,257
2,783
75,551
4,769
11,707
21,880
268,948
31,482
1,872
10,830
10,830
323,962
Ratio
47.0%
0.9%
23.3%
1.5%
3.6%
6.8%
83.1%
9.7%
0.6%
3.3%
3.3%
100.0%
XXI. ECONOMIC AND FINANCIAL ANALYSIS

113. [Economic Analysis] According to the result of economic analysis, DFC construction with total
investment cost of 287,385Million Rs. in Western DFC, and of 212,413Million Rs. in Eastern
DFC, will generate benefits of 1.2 times in Western DFC and 1.4 times in Eastern DFC. There are
many kinds of benefits. Measured benefits are; 1) time saving, 2) vehicle operating cost saving, 3)
reduction of exhaust gas. Direct benefits are to be generated by saving in operating cost of
wagons, passenger cars, trucks, and buses. Cargoes and passengers, which would be affected by
DFC, will also receive direct benefit of travel time saving. In terms of environmental effects,
reduction of exhaust gas by trucks and buses are also measured. In this Study, 10 benefit items
were measured..
Total investment costs and maintenance and operation cost for 35 years were compared with total
benefits during the same period at discounted present value of 2007. The Economic Internal Rate of
Return is 13.95% for Western DFC, and 15.09% for Eastern DFC. When this index reaches more than
12%, the investment is judged as feasible. These high Economic Internal Rate of Return proves that
the project generates large economic benefits for India, and that it is a very important national project.
114. [Financial Analysis] Total freight transport revenue was compared with necessary cost over 35year project life period. Costs consist of construction cost, rolling stock cost, and of operation and
maintenance cost. The costs were discounted to the present value of 2007. As the result, the
Financial Internal Rate of Return was 9.08% for the Western DFC and 15.59% for the Eastern
DFC. When one compares these FIRRs with the long term interest rate, it can be said that Eastern
DFC is sufficiently profitable, while Western DFC is unprofitable. However, The EIRR of the
Western DFC appeared very high as 13.95 %. If the DFC is not materialized, national optimum
resource allocation will not be attained resulting in economic losses in terms of national economy.
Therefore, it should be noted that careful financial arrangements is critical to prepare the fund for
the DFC project implementation at less interest rates than 9.08% in terms of composite rate.
115. [Economic Impact (Multiplier) Analysis] Such huge projects, as the DFC give large impacts
to socio-economies of India and the neighbouring countries. As soon as the project starts, various
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Draft Final Report
socio-economic activities would take place such as: (Investment) > (Direct Demand) >
(Production) > (Income) > (Consumption) > (Production). Through the process, employment,
income, tax income and external trade (import and export) are to be affected and induced. InterModal Research Unit measured the economic impacts or multiplier effects by using Input-Output
Model or so-called the I/O model. In this study, the economic impacts were calculated and
analyzed by using the model developed by the Inter-Modal Research Unit, as shown below:
Induced impact on production: 1,368 billion Rs.
Induced impact on gross value added (GVA): 689 billion Rs.
Induced impact on tax revenue: 22 billion Rs.
Induced impact on operating surplus: 246 billion Rs.
Induced impact on household income and employment: 364 billion Rs., 1.1 million people
Induced impact on international trade: export 51 billion Rs., import 68 billion Rs.
Among these induced impacts, the impact to household includes to the poor. According to the
Planning Commission, number of the poor in India is estimated as approximately 190 million in
2004/05. These people are expected to receive the income increase and the employment expansion as
well as the travel time saving benefit, which was measured in the economic evaluation.
116. [Regional Development Effects] The DFC Project is expected not only to vitalize national
whole economy, but also to grow regional socioeconomic situation. Acceleration of regional
development is considered a key from a viewpoint of the national development planning. Various
effects, as shown below, can be foreseen by implementing the DFC project.
Acceleration of Nationwide Development

The DFC Project will shorten time distance of Delhi - Mumbai and Delhi Sonnagar by
approximately 1/3 (comparison of average travel speed). Industrial and social activities in related
areas are expected to be vitalized by the reduced time distance. These new conditions will
stimulate development of core cities along the corridors. These development will cause a proper
wide-area regional development through job provision and reduction of income disparities.
Promotion of Industry
One of the most important impacts on regional development by the DFC Project is the location
and relocation of manufacturing plants. Since the DFC Project will offer speedy and scheduled
transport of raw materials and products, new factories and facilities of relevant businesses will be
constructed.
The DFC is expected to be developed at an earliest stage, because the project is one of basic
premises of the Delhi-Mumbai Industrial Corridor (DMIC), for which concerned government
agencies of India and Japan as well as private firms have been intensifying their activities in these
days. The project will have an important role to promote industrial development along the area.
Promotion of Agriculture, Forestry and Fisheries

The DFC will provide faster and reliable transport between agricultural and forestry area and
markets as well as food and wood processing plants. Therefore, this will expand production areas
as well as consumption areas in agriculture and forestry industries. In the same manner, seafood
products market will be expanded because transport time is to be shortened between coastal area
and inland area. In this way, the project will promote the agriculture, forestry and fishery
industries on a large scale, which is one of the key policy issues of the country.
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Draft Final Report
Improvement in Living Conditions

The DFC will alleviate traffic congestion of passenger and freight transport both on roads and
railways in India. Convenience and comfort of passengers would also be improved by the
project. Accessibility to hospitals, schools and government offices will be improved
indirectly. People will be able to use these facilities easier than before. As a result, living
standard of the people along the DFC will become better and it will secure their livelihood in
the same manner as the provision of job opportunities and household income increase.
XXII. CONSIDERATION OF THE EXECUTING AGENCY AND ITS BUSINESS

PLAN
117. Through independent efforts made since 2001 of increasing business efficiency, and some
assistance from ADB and World Bank, the Indian Railways managed to improve its productivity,
generate more revenue, and increase its net revenue in 2006-07 to 148.7 billion Rs. (410 billion
Yen), which is a spectacular increase of 6.3 folds compared to 2001-02. The source of this
revenue is from freight transport, and MOR is confident in actively undertake the implementation
of the DFC Project.
118. To recover the lost railway market share, which would increase the DFC business revenue, the
following two measures are required: 1) Development of rail-side Warehouse & Logistic Park
which is a connection point of integrated logistic system between long distance rail transport with
road transport; 2) Establishment of mechanism that guarantees the arrival date of freight that
would recuperate the credibility for safety and reliability. Also in line with the assumed structure
of demand, an establishment of strategic fare by commodity and by transport distance is important.
It is also important to sustain, in the DFC, the improved productivity in the railway utilisation,
personnel productivity and wagon productivity, which are all realised in the past 5 years, and
which resulted in the increase of the railway transport ton kilometre.
119. It is essential for IR to restore the past high market share in the trunk industrial corridors in
order to support expected high GDP growth and industrialization. In this sense, DFC is most
expected development project. Aiming at the target, DFC has to go through reforms to get out
from the old regime. Two target figures are needed for monitoring the degree of the achievement
as the minimum requirements.
1) Railway Container market share: Western Corridor 35%
This is an index which monitors the development, enhancement and prevalence of Customer
Oriented Business Development in DFCCIL and IR.
2) Operating Ratio: DFC (35%), Western Corridor (30%)
This is an index which monitors achievement of high target of railway transport productivity in
Canada and USA by DFC,
120. Recommendation is given for the following so that DFCCIL will be able to carry out its daytoday management independently: 1) Separating the accounting system from that of Indian
Railways to secure the increased revenue from DFC; 2) Giving function and autonomy for Project
planning, and Operation & Business Development; 3) Establishment of DFC Railways under the
MOR, which is equivalent structure of Zonal Railways under MOR, that would collectively
manage the freight transport services as a customer front line..
121. The DFC Railway, which is a newly proposed railway company under the Indian Railway,
possesses locomotives, drivers and wagons. The railway claims transport charges to the licensed
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Draft Final Report
15 container and bulk transport companies according to the concession agreement contracted
between the railway and the companies. The railway directly receives transport charges from its
customers, based on long-term contracts with them. The DFCCIL will receive Track Access
Charge (TAC) from the railway in compensation for all necessary works, which would not be
done by the railway, based on a concession agreement with the railway. Concerned Zonal
Railways will receive transport and haulage charge from customers. The revenue will be
allocated to the DFC Railway by a revenue allocation system, which have been used for more
than several decades among the Zonal Railways.
122. Reviewing the forms of TAC of countries in the world (Europe, North America and Japan) we
found concepts and rules are different from country to country. Therefore, the Study Team
concluded that there is no best way both theoretically and practically. The Study Team
recommends English business model, in other words, Costs and returns model, because
DFCCIL is a Public Sector Undertakings.
123. Necessary amount of the fund for the DFC is estimated as approximately 500 billion Rs.
Construction work is planned in three phases. Based on an assumption that financial resources
consist of self-finance (annual interest rate: 6.5%), JBIC loan (0.4%), other international financing
organizations (6%) and commercial loans (12%), cash flow projections were conducted.
124. Risk analyses were conducted for the following four cases: 1)Project risk assuming the
recuperation of railway market share has failed and annual GDP growth rate is 5%, which is lower
than the assumed rate by 2%; 2)Organizational risk in which 20% of DFC revenue is sunk in the
Zonal Railways; 3)Operating ratio risk in which the standard ratio is not achieved, 4)Interest rate
risk of unavailability of fund from international financing institutions and replaced by commercial
loans; 5)Implementation risk of cost overrun of 50% with 2-year completion delay, 6) Revenue
risk in recovering middle and long distance transport market by the strategic tariff formation
failure, 7)Composite risk in which business risks and implementation risks occur simultaneously.
As a result, the analyses showed better performances than the minimum acceptable values of
average DSCR (1.2) and ROE (6%) in any cases.
XXIII. PROJECT IMPLEMENTATION PLAN

125. [Project Implementation Schedule] The official request for Official Development Assistance
from the Government of India was made to the Japanese Government in June 2007. The Project
implementation plan was devised assuming that the JBIC Loan will be extended. All projects
implemented by the JBIC loan requires to comply with the procurement guidelines established by
JBIC, which stipulates the tender process and preparation of tender document, for employing
consultants as well as procuring contractors. The following assumptions were made for the time
required for the tender process and preparation of tender documents:
1) Procurement of consultants under international competitive bidding
10 months
2) Procurement of material/preparation of tender document
6 months (for procurement

of material), 12 months (for
preparation of tender
document)
3) Procurement of suppliers that procures the goods
4 months
4) Procurement of contractor under international competitive bidding
12 months
On the other hand, the following activities were considered as critical issues for the implementation of
the Project:
i) Land acquisition / compensation: 18 months is required from the day the subject land is identified
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Draft Final Report
until the day of commencing with the works.

ii) Reconstruction of existing ROBs: Coordination with road authorities, time is required for land
acquisition.
iii) Civil works: Works that need to take a head start among all works.
iv) Procurement of ballast and sleepers: Materials that require procurement in advance to the
commencement of the works, due to constraint in production capacity.
v) Design and production of locomotives: Approximately six years from the award of contract to the
supplier is required for the processes of detailed design, approval, production of prototype, and its
testing.
Considering the above issues, based on the phased development scenario, two options for the
implementation of the Phase I-a Project were conceived.
Option-1: Assumes that all the works eligible for JBIC loan are covered by JBIC loan. In this case, the
Government of India is to bear 17.4% of the total Project cost.
Option-2: Assumes that the cost for civil works - which are considered as critical activity, procurement
of 30% of the ballast and sleepers required, preliminary engineering design of the locomotives, are
borne by the Government of India. In this case, the Government of India is to bear 33.4% of the total
Project cost.
The Phase I-b is assumed to commence in 2008 by Indian Government funds, and a minimum of two
years lead time is required until the commencement of works funded by international financing
agencies. Hence, the duration of the Phase I-b Project is assumed to take 8 years. Among the Phase II
Project, the assumption was made that the section between Rewari and Dadri require an additional 2
two years for additional engineering survey, basic design, and EIA study. Also, from the demand
situation, the JST judged that the commencement of works for the section between Sonnagar and
Mughal Sarai can be deferred for two years.
As the result, the completion of the DFC project is estimated to be eight (8) years in 2015-2016 after
concluding the loan agreement (L/A) for Phase I-a Project.
126. [Project Implementation Structure] The Phase I-a Project alone amounts to more than
1,600km of new railway line, and in order to complete within the scheduled timeframe, a firm
implementation structure is required to be setup. DFCCIL is the executing agency responsible for
the construction of infrastructure, in which the DFCCIL is contemplating of forming a lean
management organisation, and outsource human resources for the implementation of the Project.
If the Project is financed under JBIC loan (STEP), a project implementation system, which
complies to JBIC Guidelines and differs from those adopted by the Indian Railways for the
implementation of past railway projects becomes a mandatory procedure, which includes
procurement of consultants, and employment of contractor(s) by international competitive bidding.
Thus, for the implementation of the Project, an employment of an international consultant as the
General Consultant (GC) will be required for overall project management. The GC will carry out
the detailed design, preparation of the tender document, assist the tender, supervise the works, and
carry out the training of the operation and maintenance.
In Phase I-a, a Core Team of the GC will be positioned in the centre for the overall management of the
Project, and Zonal Management Teams (ZMT) will be positioned on each Corridor, and under the
ZMT, Divisional Supervision Team (DST) will be positioned to supervise the works on site. The ZMT
would coordinate with headquarters of the Zonal Railways in each region, and manage and monitor the
activities of the respective DST, and report to Core Team. The DST shall liaise and coordinate with
the District office under the Zonal Railways, carry out daily site supervision.
The proposed organisational structure is presented in the following Figure 3-(1) and Figure 3-(2).
Executive Summary
- 35 -

Draft Final Report
XXIV. COMPREHENSIVE EVALUATION OF THE PROJECT

127. [Evaluation of Technical Feasibility] Phase I-a project and proposed technologies concerning
the plan, which the Study Team proposed, were evaluated feasible. With regard to the Flat DSC
transport system for the Western Corridor, which is proposed by the PETS2 report, was not
proved in any commercial operations. The system was evaluated as not feasible, because of
technical feasibility. The Study Team proposes the Well type DSC system, which has been proved
already. The existing ROBs in urban areas, which need to be reconstructed included in Phase I-b
project and Phase II project, are considered to give negative environmental impact to the near by
residents very seriously as well as the reconstruction work is foreseen technically very difficult.
Therefore, technical feasibility of the ROB reconstruction should be examined carefully from now
on.
128. [Evaluation of Feasibility on Social and Environmental Considerations] With regard to the
Phase I-a project, the Study Team judged that serious negative impacts to natural and social
environment would be avoided and/or minimized, if designing works on track alignment, stations
and bridges are properly conducted by the India side according to the guideline design, which the
Study Team has offered. A large scale relocation program, reconstruction of urban ROBs and
construction of a new tunnel are schedule in Phase I-b project and Phase II project. Serious
negative impact to social environment in the concerned areas could be occurred, if present DFC
development implementation plan is executed as it is. The Study Team judged that careful and
further examination of the plan should be carried out. On the other hand, modal shift from road
transport to railway transport will be realized by the implementation of DFC, which would reduce
energy consumption of India and also reduce the green house gas. It was confirmed, consequently,
that DFC would improve the social and natural environment in the concerned region
tremendously in this sense.
129. [Evaluation of Feasibility on Organizational Aspect] Infrastructure portion of DFC is to be
constructed and maintained by the newly organized DFCCIL. The DFCCIL has been just
established and its organization is being expanded towards DFC development. MOR changed its
policy to enlarge responsibilities of DFCCIL and established a new section in DFCCIL, which
tends to have a function of marketing. Many concerned personnel has a similar opinion that DFC
would be equipped with a completely different new system from IR both in terms of hardware and
software, and that they would make the success of the DFC project to be a trigger to
rationalize/innovate the existing IR. This innovative willingness of the Indian side will certainly
contribute to the realization of the DFC, although feasibility of the innovation in
organizational/institutional aspects can not be evaluated at the moment.
130. [Evaluation of Feasibility on Economic/Financial Aspect] Economic analysis proved the
feasibility of the DFC project for both the Western and Eastern Corridor. The Eastern Corridor
was proved in financial feasibility as well. However, low interest loans are crucially necessary to
secure the financial feasibility of the Western Corridor, because FIRR of the Western Corridor
stays at around 9%.
The economic and financial analysis of the priority section of the Phase I-a Project concluded a figure
slightly lower, but a close internal rate of return, than that of the overall Project. This confirms that the
implementation of the Phase I-a Project alone is capable of generating sufficient impact, and the
economic impact analyses carried out by the JST in this Study proved huge impacts such as inducing
increase in production, increase of gross added value, increase of tax revenue, increase of household
income, and increase of employment. Even if there is delay or suspension for the implementation of
projects other than Phase I-a, the implementation of Phase I-a Project is independently viable.
131. [Evaluation of Feasibility on Definition of Project Scope] Project scope of the Study includes
DFC railway infrastructure construction accompanied by reconstruction of the existing ROB
along the Corridors as a main portion, construction of new ICD which is to be developed by
Executive Summary
- 36 -

Draft Final Report
DFCCIL and procurement of electric locomotive and construction of locomotive depot which is
to be done by IR as supplemental portions. This definition of the project scope is considered
appropriate when yen-credit is prerequisite because the definition includes factors which are
necessary to make the project to function as expected, and the project is characterized as highly
public service oriented and factors which will be used almost exclusively for DFC. The PETS2
included the ROB construction works at all intersections with roads along DFC alignment.
However, the construction of ROBs can not be justified in terms of feasibility of technical,
economic and social/environmental considerations. In addition to this, ROB was not justified to
include to the Project when considering about the exclusive use by DFC. Therefore, ROB
construction works were excluded from the scope of the Study. The Study Team proposes that the
MOR would construct the ROBs as an independent project according to an adequate construction
schedule. It should be noted that land acquisition, compensation for relocation and necessary
consultancy services are included in the Project scope.
As for the branch line section between Asaoti and Tuglakabad ICD of western corridor, JST
concludes that this section be excluded from the DFC project scope due to the envisaged difficulty
of reconstruction of existing ROB on the section, limited capacity expansion of TKD ICD yard
and the difficulty of land acquisition. The transport of containers on this section can be managed
by strengthening the transport capacity by improvement of existing lines.
132. [Evaluation of Feasibility on Project Implementation] The Study Team proposes that Phase
I-a project would start construction works in 2008/09 and that construction period would be 6
years. This proposal would be realistic in terms of construction period when Indian side finishes
land acquisition as scheduled. Construction period of the Phase I-b project will be 8 years
considering necessary time for the above mentioned technical issues. The Phase II project needs
2-year lead time to examine and solve the new tunnel construction issue. An effort by the Indian
side to solve the above issues during the lead time critically affects successful DFC project
implementation as planned in this Study.
XXV. RECOMMENDATION AND CONCLUSION

133. [Conclusion] The DFC Project is concluded to be a project with overall economical and
financial high investment value.
Phased Development Scenario

The implementation of Phase I-a Project is judged to be reasonable in engineering terms, and in
terms of environmental aspects as well - with appropriate measures proposed in the report are
executed, the impact on the environment and society can be minimised. Also, the necessity of the
Project is justified by the projected demand, hence urgent implementation of the Project is
strongly recommended.
With regard to Phase I-b Project, its implementation is inevitable due to the serious traffic
situation. However there are sections in which technical and environmental issues need to be
solved which require maximum effort by the Government of India for its resolution prior to the
start of construction.
With regard to the implementation of Phase II Project, the traffic situation of the relevant sections
are not serious at current, but the plan of the tunnel section would require careful investigation
and examination in the technical and environmental aspect which require continuous and
maximum effort by the Government India.
Executive Summary
- 37 -

Draft Final Report
Optimal Technical Option
After careful and detailed study of various options, the following technical options were judged as
optimum for the DFC development: Electrification on both Western and Eastern Corridor
-
The traction system shall be electrified on both western and eastern corridor.
Container transport system for the Western Corridor shall be the Double Stack
Container (DSC) with the Well Type;
Container transport system for the Eastern Corridor shall be the Single Stack Container
(SSC);
Access to the TKD shall be through an improved existing railway line, not through the
DFC;
Clear standing room (CSR) at stations shall be 750m (Land acquisition shall be 1,500m
preparing for future traffic demand); and,
Construction of Road Over Bridges (ROBs) along the existing railway lines was not
included in the Project. This shall be developed by the Indian side.
Environmental and Social Consideration

Out of all the Project sections, some sections were deemed to have significant impact on social
environment. In addition, some dissenting opinions against the Project were raised by the local
residents at the Stakeholder meetings. Thus the JICA Study Team (JST) emphasises in the conclusion
and recommendation of the Study that it is crucial for DFCCIL and MOR to make maximum effort to
build consensus with the local residents for the implementation of the Project. It was also judged
indispensable for the smooth implementation of the Project that appropriate land price is fixed for
necessary land acquisition, earlier completion of the relocation plans and prompt procedures for the
land acquisition and the relocation.
Railway Management Plan

It was confirmed that an institutional set up of a totally independent management is necessary for a
rapid and an independent decision making. In addition to this, introduction of modernized railway
technologies and system is a must for the sound railway operation. The Dedicated Freight Corridor
Project is merely a part of the whole freight transport system. Throughout the course of the Study, it
was confirmed that the relevant intermodal facilities and service of the system need to be developed in
order for the Project investment to be effectively utilised and for the expected various effects of the
Project. It was concluded that MOR/DFCCIL need to take initiative in approaching the relevant
authorities for the realisation of the total transport system development.
134. [Actions Need to be Taken] The following actions need to be taken by the Government of
India for the smooth implementation of the Project:
1) It is imperative that the fund raising for the Project is be arranged at favourable terms for
the success of the whole Project. It is advised that the Government of India deliberate on
the necessity of funds from international financing agencies such as ADB and World
Bank in addition to the funds from Japan, for the implementation of the Project including
the implementation of Phase I-a Project and start consultation with them.
2)
Necessary funds to cover the cost for land acquisition and advanced implementation of
work are arranged immediately by the Government of India.
3)
The completion of the preliminary engineering design and Final Location Survey of the
facilities covered in Phase I-a should be made by December 2007.
4)
With regard to the existing ROBs, which are major obstacles of the Project, immediate
execution of engineering survey and preliminary engineering design of the existing ROB
Executive Summary
- 38 -

Draft Final Report
subject to reconstruction should be made. Prior to the work, discussions with the road
authorities should be commenced as soon as possible.
5)
Immediate decision should be made by the MOR on the technical options proposed in
the JICA Study Report.
6)
With regard to the construction of the new ICD between Rewari - Delhi, which is
necessary for the Western Corridor Phase I-a Project, immediate decision making should
be done considering the proposal made in the JICA Study.
7)
The approval of the EIA-level report by the Government is a prerequisite to obtain funds
from international financing agencies, including JBIC Loan, for the implementation of
the Project. Particularly, approval of the Government of India, is positively required by
November 2007 on the EIA-level report for the sections to be implemented in Phase I-a
by JBIC Loan.
8)
In view of dissenting opinion against the Project received in the Stakeholder Meetings,
continuous effort for consensus building of the residents residing along alignment is
required through public consultation meetings initiated by MOR/DFCCIL.
9)
Actions for improvement towards the intermodal transport is necessary regardless of the
DFC Project. It is imperative that MOR/DFCCIL take initiative in making immediate
actions in establishing the Intermodal Transport Improvement Taskforce as was proposed
in the Report.
Executive Summary
- 39 -

Draft Final Report
A1
W-
DADRI
W
-A
2a
REWARI
W
-A
2b
AJMER
W-A3
PALANPUR
Mundra Port
AHMEDABAD
W-B1
Kandla Port
W-B2
W -B3
Pipavav Port
VADODRA
VASAI ROAD
JNPT
LEGEND
JN Port
PHASE II-a
PHASE II-b
PHASE II
Figure 1 - (1) Phased Development Scenario of DFC Western Corridor
DHANDARIKALAN
EC2
KALANAUR
E-C1
DADRI
A3
E-
KHURJA
EA2
KANPUR
EA1
EB
SON NAGAR
MUGHAL SARAI
LEGEND
PHASE II-a
PHASE II-b
PHASE II
Figure 1 - (2) Phased Development Scenario of DFC Eastern Corridor
Executive Summary
- 40 -
07
Tech. Spec.
By IR, RDSO
Executive Summary
- 41 -
Figure 2 - (1) Project Implementation Schedule (Totally Financed by ODA)
GOJ Financing Portion
GOI Financing Portion
Training
Construction
Procurement
Procurement (Locomotive)
Locomotive
09
10
11
13
Procurement of
Approved Rolling Stocks
14
Individual
tests
Selection
Contractors
Tender
Documents
ROB (New & Replacement)
Integrated
Test
Manual
Preparation
Track Work
Core System and Electrification
Selection
Contractors
Long-span Bridges (L=3km)
Selection
Contractors
Tender
Documents
Civil Works (Earthwork, Station, Culverts)
Ballast, Sleeper, Rail
Tender
Documents
Selection
Contractors
12
Tender Assistance & Construction Supervision
Procurement of
Prototype 10 Rolling Stacks
ROB Preparatory
Works,
Selection
supplier
Selection
Contractor
ES
For Track Line, Station &

Depot
L/A:Feb-Mar. 07
Pledge, Jan. 07
Approval
08
Selection
Consultant
F/R
Engineering
Land Acquisition
EIA (120 days before L/A)
JICA Study
GOJ Financing
Time
CASE-1: ALL IN ONE IMPLEMENTATION
DRAFT DFC PHASE 1 ROADMAP
Commercial
Operation
Commissioning
Test
Operation
Maintenance
15
16

Draft Final Report
Executive Summary
- 42 -
Test & Commissioning
Procurement of Locomotives
Construction of Core System & Electrification
Construction of Track Works
Engineering
JICA F/S
GOJ Financing Portion
Training
Manuals
Locomotive
Procurement
Construction
EIA (120 days before L/A)
Land Acquisition
Engineering
GOI Financing Portion
Time
07
08
F/R
Approval
Selection
Consultant
09
ROB (New & Replacement)
10
11
ES
Selection
Contractor
Final
Training
13
Individual
Integrated
tests
Commissioning
Test
Procurement of
Approved Rolling Stocks
Const. of Core System & Ele.
Construction of Track
Procurement of
Prototype 10 Rolling Stacks
Selection
Contractors
Selection
Contractor
Operation,
Maintenance
Env. Baseline
Survey
12
Tender Assistance & Construction Supervision
Train Operation
Track Maintenance
Long-span Bridges (L=3km)
Civil Works (Earthwork, Station, Culverts)
L/A Feb-Mar. 07
Pledge, Jan. 07
Tech. Spec.
By RDSO
Ballast(30%)
Sleeper(30%)
Baseline Svy
For Track Line, Station & Depot
Detailed Design
Basic Design
CASE-2: FAST TRACK IMPLEMENTATION
DRAFT DFC PHASE 1 ROADMAP
Commercial
Operation
14

Draft Final Report
Figure 2 - (2) Project Implementation Schedule (Jointly Financed by GOI and ODA)

Draft Final Report
YEAR
07
08
09
10
11
12
Land Acq.
Phase 1-a
GOI Financing
Part
IFA Financing
Part
T/D Tender
LA
Selection
Of
Contractor
14
15
16
Test &
Commissioning
Construction (Earthwork,
ROB, Bridge)
Selection
ES
Of
Consultant
13
Commercial
Operation
Construction
Land Acq.
GOI Financing
Part
T/D
Tender Construction in existing ROW
Test &
Commissioning
B/D & EIA for Critical Section
Phase 1-b
IFA Financing
Part
LA
Selection
ES
Of
Consultant
Selection
Of
Contractor
Construction
Land Acq.
GOI Financing
Part
B/D & EIA
T/D Tender
Phase 2
IFA Financing
Part
LA
Selection
ES
Of
Consultant
Construction (Earthwork,
ROB, Bridge)
Selection
Of
Contractor
Figure 2 - (3) Overall implementation schedule
Executive Summary
- 43 -
Construction
Commercial
Operation
Test &
Commissioning
Commercial
Operation

DFCCIL/ MOR
GC Core Group
PD/Co PD
Contract
Specifications
Environmental
Consultants
Core system &

Electrification
Group
Infrastructure &
Building Group
Design Manager
Earth work
Track work
Bridges
Culverts
Station Buildings
Depot
ICD
Track Material
Procurement
Contract
Draft Final Report
Locomotive
Group
Design Manager
Loco Elect.
Loco Mech.
Design Manager
Signal
Telecommunication
Train Control
Electrification
ICD
Contract
Civil & Track work

Contracts
Core system &

Electrification
Contracts
Locomotive
& Depot
Contract
LEGEND
Expatriate & National Experts
Figure 3 - (1) Organization Structure of Design and Tender Stage
National Experts
Eastern Corridor
Figure 3 - (2) Organisation Structure of Construction Supervision Stage
Executive Summary
- 44 -
Supplier
contractor
DST
(Allahabad-4)
contractor
contractor
DST
(Allahabad-1)
contractor
contractor
DST
(Allahabd-3)
ICD DST
contractor
contractor
contractor
contractor
DST
(Jaipur-2)
contractor
contractor
Western Corridor
Rolling
Stock
Team
DST
(Allahabd-2)
DST
(Jaipur-1)
contractor
contractor
Civil Group
Track Group
E/M Group
DST
(Ajmer-2)
ZMT
NC Zone-2
Civil Group
Track Group
E/M Group
contractor
contractor
ZMT
NC Zone-1
DST
(Ajmer-1)
ICD
Team
contractor
contractor
Civil Group
Track Group
E/M Group
Depot Group
DST
(Ahmedabad)
ZMT
NW Zone-2
Civil Group
Track Group
E/M Group
contractor
contractor
ZMT
NW Zone -1
Civil Team
Track Team
E/M Team
DST
(Vadodara)
Divisional
Supervision
Team
(DST)
ZMT
Western Zone
contractor
contractor
Zonal
Management
Team
(ZMT)
Expatriate & National Experts
PD/Co PD
Contract
Specifications
contractor
contractor
DFCCIL
Core Team

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MINISTRY OF RAILWAYS,

THE FEASIBILITY STUDY

DRAFT FINAL REPORT

JAPAN INTERNATIONAL COOPERATION AGENCY

The Feasibility Study on

Draft Final Report

THE FEASIBILITY STUDY

ROLE OF RAILWAYS IN INDIA'S TRANSPORT SYSTEM..............................................2

<TASK 1 JUSTIFICATION OF THE CONSTRUCTION OF THE NEW FREIGHT

REVIEW OF RITES REPORT (PETS-II).............................................................................10

The Feasibility Study on

Draft Final Report

PROJECT COST ESTIMATE ...............................................................................................30

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

<TASK 0 BASE-LINE SURVEY OF THE SUBJECT RAILWAY LINE AND

ROLE OF RAILWAYS IN INDIA'S TRANSPORT SYSTEM

SOCIAL AND ECONOMIC CONDITIONS IN TARGETED REGIONS

EXISTING TRANSPORT CONDITIONS AND ISSUES OF SUBJECT LINES

The Feasibility Study on

Draft Final Report

INTERMODAL TRANSPORT STRATEGIES FOR RAILWAY

The Feasibility Study on

Draft Final Report

EXAMINATION OF LINE CAPACITY

SITUATION OF THE EXISTING FACILITIES AND ISSUES

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

VIII. IMPROVEMENT AND DEVELOPMENT PLAN OF THE RELEVANT

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

<TASK 1 JUSTIFICATION OF THE CONSTRUCTION OF THE NEW FREIGHT

Identify functions and purposes of respective alternatives and

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

<TASK 2 FEASIBILITY STUDY ON THE DEDICATED FREIGHT CORRIDOR

REVIEW OF RITES REPORT (PETS-II)

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

ESTABLISHMENT OF DEVELOPMENT SCENARIO FOR DFC

The Feasibility Study on

Draft Final Report

The Feasibility Study on

Draft Final Report

Table 1 Western DFC - Phased Development Scenario

No significant engineering and

Substantial numbers of ROB

Subject section has a tunnel

(2) Improvement of transport

(1) Improvement to the

Conditions to be met for

Conditions to be met for

2008 2009 indicate Fiscal Year 2008